UC-NRLF 


71D 


GIFT  OF 

Bureau  of  railway 
economics 


PL.l. 


PL.  11 


A 

PRACTICAL  TREATISE 


ON 


STREET   OR  HORSE-POWER  RAILWAYS: 

THEIR 

f  oration,  Construction  anh  Ul 


WITH 

GENERAL  PLANS  AND  RULES 

FOR   THEIR 

ORGANIZATION  AND    OPERATION; 

TOGETHER  WITH 
EXAMINATIONS  AS  TO  THEIR  COMPARATIVE  ADVANTAGES  OVER  THE 

OMISTIBUS  SYSTEM; 

AND 

INQUIRIES  AS    TO    THEIR    VALUE    FOR    INVESTMENT; 
INCLUDING  COPIES  OP 

MUNICIPAL   ORDINANCES  RELATING  THERETO, 
BY  ALEXANDER  EASTON,  C.  E. 

PH  IL  ADELPHIA. 


PHILADELPHIA : 

CRISSY  &  MARKLEY,  PRINTERS,  GOLDSMITHS  HALL,  LIBRARY  STREET. 
1859. 


Flo? 


Entered  according  to  Act  of  Congress,  in  the  year  1859, 
BY   ALEXANDER  E ASTON,   C.  E., 

in  the  Clerk's  Office  of  the  District  Court  of  the  United  States  for 
the  Eastern  District  of  Pennsylvania. 


TO 


SAMUEL  J.  REEVES,  ESQUIRE, 


OF 


PHILADELPHIA, 


THIS  WORK  IS  RESPECTFULLY  DEDICATED  AS  A  MARK 


OF 


FRIENDSHIP    AND    ESTEEM 


PHILADELPHIA,  FEBRUARY,  1859. 


61706 


INTRODUCTION. 


Having  received  numerous  enquiries  from  various 
parts  of  the  United  States  and  Europe,  in  relation  to 
the  construction  and  general  operation  of  Street  Rail- 
ways, I  have  been  induced  to  publish  the  following 
pages,  which  I  trust  will  be  found  practically  useful  to 
the  Engineer,  Contractor,  Shareholder,  and  Director  of 
Street  Railways,  as  well  as  to  the  Authorities  of  those 
Cities  whose  streets  are  about  to  be  occupied  by  them. 

I  have  been  compelled  to  omit  estimates  of  cost  of 
construction,  as  the  price  of  materials  varies  in  different 
localities;  this,  however,  with  Engineers,  will  be  but  a 
simple  work  of  calculation. 

I  have  endeavored  to  confine  myself  as  much  as  pos- 
sible to  such  practical  information  as,  during  my  own 
experience  in  the  construction  of  works  of  this  nature, 
I  have  considered  most  important,  and  in  this  effort 
I  have  been  materially  aided  by  the  kind  advice  of 
my  friend,  Strickland  Kneass,  Esq.,  whose  authority  in 
such  matters  is  undisputed. 


a  »    »  „••<•    ».o»«  •      4     •-         *" 

vi 

I  also  take  great  pleasure  in  acknowledging  the  kind- 
ness of  L.  M.  Stevens,  Esq.,  Accountant  of  The  Union 
Railway,  Boston,  for  much  general  statistics  and  infor- 
mation in  the  department  of  which  he  is  so  efficient  an 
officer. 

The  following,  I  hope,  will  be  the  means  of  inciting 
investigation  to  a  system  which,  although  now  in  its 
infancy,  is  rapidly  providing  a  secure  and  profitable 
investment  for  a  large  amount  of  capital. 

ALEXANDER  EASTON. 

Philadelphia, 

402  Walnut  Street. 


A  PRACTICAL  TREATISE 


ON 


STREET  OR  HORSE-POWER  RAILWAYS. 


CHAPTER  I. 

Popular  prejudice  is  the  great  enemy  with  which  the 
advocates  of  innovation  have  had  to  combat,  and  strange 
as  it  may  appear,  it  is  nevertheless  practically  true,  that 
the  more  useful  the  measure  advocated,  the  greater  has 
been  the  amount  of  opposition  brought  to  bear  against 
it,  even  by  parties  who  have  subsequently  been  bene- 
fited by  the  very  measures  they  sought  to  defeat. 

A  glance  at  the  early  history  of  turnpike  roads  will 
clearly  show  the  difficulties  encountered  by  their  pro- 
jectors— but  which,  when  overcome,  became  the  favored 
improvement  of  the  age,  and  legislative  halls  sounded 
with  angry  debate  for  their  protection,  so  soon  as  rail- 
roads were  proposed,  denouncing  them  as  a  nuisance,  and 
their  corporators  as  visionary  speculators.  So  it  was 
with  the  introduction  of  canals,  steamboats,  and  even 
gas,  the  arguments  against  which,  brought  forward  by 
the  opposition  having,  in  each  instance,  exhibited  the 


4  A  PRACTICAL  TREATISE  ON 

grossest  ignorance  of  science,  and  of  the  practical 
effect  of  the  proposed  improvements,  all  of  which  is 
applicable  at  the  present  day,  and  has  been  experi- 
enced by  those  who  proposed  the  introduction  of  street 
railways. 

The  interest  which  operated  against  turnpike  roads 
was  that  of  the  muleteer ;  the  interest  which  operated 
against  railroads  was  that  of  stage  coach  and  wagon 
proprietors,  and  in  the  case  of  street  railways  the 
opposition  is  from  omnibus  companies  and  antiquated 
stage  communities,  whose  palpable  interest  it  is  to  defeat 
a  measure,  which  invades  their  imagined  rights,  by  the 
substitution  of  a  means  of  communication  so  manifestly 
useful  and  necessary,  as  to  completely  destroy  the  system 
to  which  they  are  so  faithfully  wedded.  They  use  the 
means  employed  in  their  interests  to  influence,  and  lead 
on  opposition,  until  having  obtained  certain  provisoes  in 
the  charter  for  their  especial  benefit;  the  time  has 
arrived  to  fraternize  with  the  enemy — when  they  at 
once  become  strong  advocates  for  street  railways ;  and 
unfortunately,  without  the  influence  to  quench  the  flame 
of  prejudice  which  they  have  ignited. 

If  any  better  means  than  the  railway  can  be  devised, 
which  will  more  effectually  obviate  existing  evils  and 
accomplish  the  objects  desired,  let  it  be  introduced :  but 
the  street  railways  have  been  tested  in  the  cities  of  New 
York,  Boston,  and  Philadelphia,  and  are  found  to  be 
the  "  improvement  of  the  age,"  being  so  successful  in 
their  operations,  as  to  excite  the  surprise  of  their  most 
sanguine  projectors,  and  the  admiration  of  the  com- 
munity at  large. 

That  increased  facilities  for  commerce  and  transport- 


STREET  OR  HORSE-POWER  RAILWAYS.  5 

ation  cause  greater  influx  of  traffic  and  travel  to  the 
principal  streets  of  large  cities,  is  indisputably  recog- 
nized, and  where  the  consequent  inconvenience  of  nar- 
row thoroughfares  cannot  be  corrected,  it  must  be  modi- 
fied by  economizing  time  and  space. 

Time  is  economized  by  regularity  of  transit ;  the  cars 
being  quickly  stopped  by  the  application  of  the  brake, 
the  most  refractory  horses  are  immediately  arrested ; 
while  the  whole  operation  becomes  so  mechanical,  that 
the  horses,  when  accustomed  to  the  signals  of  the  bell, 
stop  or  start  without  any  action  on  the  part  of  the  driver, 
by  which  means  a  time  table  can  be  effectively  used, 
and  business  men  are  not  subjected  to  delays  incident 
to  the  old, — and  we  trust  soon  to  say  obsolete — omnibus 
system. 

Space  is  economized,  because  omnibuses,  (the  most 
numerous  and  dangerous  portion  of  the  travel,)  surging 
from  side  to  side  of  the  streets,  are  abolished,  while  the 
work  heretofore  inadequately  performed  by  three  of  those 
vehicles,  is  easily  accomplished  by  one  car,  in  half  the 
time,  notwithstanding  it  is  concentrated  and  confined 
to  one  channel. 

By  the  convenience  afforded  the  public  by  the  cars, 
the  sidewalks  are  relieved  from  pedestrians,  and  the 
centre  of  the  street  from  vehicles ;  a  seat  can  be  taken 
and  vacated  without  trouble  or  danger  to  the  occupants 
of  the  car,  whether  invalid  or  infirm,  and  the  rails  pre- 
sent such  an  even  and  smooth  surface  for  the  wheels  of 
ordinary  vehicles,  that  the  drivers  avail  themselves  of 
their  continued  use.  It  is  a  most  difficult  matter  to  dis- 
pel from  the  ignorant  or  prejudiced  mind,  the  idea,  that 
the  railway  will  be  constantly  occupied  by  continuous 


6  A  PRACTICAL  TREATISE  ON 

trains  of  cars,  which  beyond  a  doubt  would  block  up  the 
street,  obstruct  the  travel,  and  be  a  most  confirmed 
nuisance,  ruinous  to  the  locality;  whereas  in  reality  the 
rails  themselves  form  no  obstruction,  but  rather  invite 
vehicles  on  the  track ;  the  passage  of  the  little  car  is 
momentary,  as  it  moves  quietly  along  the  street ;  and 
the  nuisance  occasioned  by  the  rattling  of  omnibuses 
over  the  rough  stones  is  abolished,  leaving  the  streets 
nearly  as  noiseless  as  when  covered  with  snow ;  the 
advantages  of  the  smooth  rail,  are  thus  neither  few  nor 
unimportant.  Any  one,  familiar  with  the  laws  of  mo- 
mentum, can  readily  understand  the  effect  of  the  con- 
stant jar  to  buildings,  occasioned  by  the  passage  of 
omnibuses,  and  particularly  in  the  thronged  thorough- 
fares, where  buildings  are  most  elevated. 

If,  however,  the  solidity  of  construction  should  pre- 
vent injurious  results,  there  are  many  minor  disturbances, 
— if  not  so  dangerous,  almost  as  annoying — which  can- 
not be  prevented,  such  as  the  constant  vibration  of  pier- 
glasses,  gas  pipes,  &c.,  (as  occasional  showers  of  white 
flakes,  and  plaster  fragments  attest,)  without  enumerat- 
ing the  very  serious  annoyance  to  the  invalid. 

The  great  reduction  of  friction  on  the  car,  and  the 
smoothness  of  the  rail,  obviate  all  these  evil  effects 
by  removing  the  cause. 

Here  is  a  picture. — A  wet  day, — every  corner  of  the 
side  walk  crowded  with  impatient  pedestrians,  each  one 
anxiously  peering  up  or  down  the  street  in  search  of 
the  particular  omnibus  among  the  fifteen  or  twenty  ap- 
proaching, to  carry  him  home,  which  with  as  many 
more  coming  in  the  opposite  direction,  so  effectually 
choke  up  the  street,  that  the  drays  and  carts  unable  to 


STREET  OR  HORSE-POWER  RAILWAYS.  7 

cross  at  the  intersections,  render  the  highway  impassable 
to  private  vehicles,  and  are  therefore  driven  to  other 
streets,  avoiding  danger  and  delay;  the  omnibuses 
crowded  to  excess,  cannot  accommodate  the  vexed  crowd 
on  the  side-walk,  and  the  sudden  halt  with  imminent 
risk  of  collision,  with  the  drivers'  "  plenty  of  room,  sir/' 
with  twenty  inside — by  no  means  softens  the  temper 
either  of  those  in  waiting,  or  those,  who  seated — not 
comfortably — look  upon  each  moment  of  unnecessary 
delay,  as  an  infringement  on  their  rights. 

Here  is  another. — Not  an  omnibus  is  seen  in  the  whole 
length  of  the  street — carriages,  drays  and  carts  move  with 
comparative  ease,  little  strips  of  iron  are  laid  along  the 
street,  upon  and  across  which,  vehicles  pass  without  in- 
convenience, and  which,  the  drivers  (particularly  of 
private  carriages)  evidently  seek ;  there  is  no  crowd,  for 
the  little  cars  glide  along  rapidly  and  frequently,  accom- 
modating every  body;  at  a  slight  signal  the  bell  rings, 
the  horses  stop,  the  passenger  is  comfortably  seated,  no 
rain  drops  in  from  the  roof,  the  conductor  is  always 
ready  to  take  the  fare  when  offered,  and  the  echo, 
"  great  improvement,  this,"  is  constantly  repeated. 

There  is  no  accident  on  record,  of  injury  to  any  pas- 
senger of  street  railways,  whilst  occupying  a  seat  in  the 
car ;  some  few  have  happened  to  boys  and  incautious 
persons,  from  drunkenness,  jumping  from  the  cars  whilst 
in  motion,  &c.,  but  even  these,  are  few  in  comparison 
with  omnibus  accidents. 

The  acquisition  of  a  suburban  railway  on  turnpikes, 
or  public  roads,  is  perhaps,  a  greater  benefit  to  the  farmer, 
than  to  any  other  portion  of  the  community :  the  de- 
sideratum in  constructing  the  surface  of  all  roads,  is  to 


8  A  PRACTICAL  TREATISE  ON 

diminish  friction,  to  this  end,  roads  have  been  macadam- 
ized, planked,  and  a  variety  of  other  means  have  been 
resorted  to,  but  none  have  so  effectually  accomplished 
the  object  and  improved  the  facilities  for  traveling  in 
nearly  all  seasons,  as  the  smooth  iron  rail :  and  when 
common  roads  are  impassable,  even  to  light  vehicles,  the 
farmer,  using  the  rails,  can  double  his  load  in  going  to 
market,  whilst  those  not  enjoying  its  advantages,  are 
either  prevented  leaving  home,  or  subjected  to  use  a 
road  almost  impassable,  and  ruinous  to  horses,  even  with 
a  lighter  load  than  would  justify  transportation. 

The  benefit  of  the  railway  may  be  estimated,  by  actual 
observation  of  lines  now  constructed  on  plank  roads; 
for  whilst  that  side  covered  with  good  plank,  is  almost 
deserted,  the  railway  is  used  by  vehicles  of  every  des- 
cription ;  it  can  be  appreciated,  not  only  by  those  who 
drive  fast  horses,  but  by  the  invalid  who  enjoys  a  ride 
free  from  jolting,  and  the  teamster  whose  pride  is  the 
condition  of  his  animals,  but  by  none  so  forcibly,  as  the 
horse,  whose  loads  though  increased  in  weight  require 
but  a  minimum  of  tractive  power. 

Prejudice,  is  the  great  enemy  to  overcome,  to  make  the 
system  of  street  railroads  universally  popular,  and  to 
such  as  object  to  them,  the  following  paragraph,  extracted 
from  a  Philadelphia  paper,  is  respectfully  recommended  : 

"THE  OMNIBUS  vs.  THE  CITY  RAILROADS. 

"  Since  the  progressionists  have  made  it  fashionable 
to  turn  all  our  streets  into  railroads,  and  to  cry  down 
the  omnibus,  I  wish  to  say  a  word  in  behalf  of  the 
latter. 

"  It  will,  I  hope,  be  a  long  while  before  the  citizens  of 


STREET  OR  HORSE-POWER  RAILWAYS.  9 

Philadelphia  will  be  contented  to  endure  such  a  nui- 
sance as  the  railroad  is  likely  to  be.  Look  at  the  Third 
street,  the  Market  street,  the  Broad  street,  and  the  Wil- 
low street  railroads.  Are  they  not  unmitigated  nui- 
sances ?  Every  body  knows  they  are,  and  yet  a  set  of 
speculators  would  make  all  the  streets  in  the  city  just 
like  these,  to  the  inconvenience  of  the  public,  and  to 
the  damage  of  property. 

"  What  is  the  use  of  experience,  if  we  go  directly 
counter  to  the  lessons  it  teaches  ?  Who  would  believe 
that  any  set  of  men  could  be  found,  so  desperate,  and 
so  defiant  of  the  sense  of  the  public  on  this  question,  as 
to  insist  upon  laying  a  railroad  in  two  of  the  best 
streets  in  the  city,  viz.  :  Chestnut  and  Walnut  streets  ? 

"  Yet  it  is  so.  A  charter  has  actually  been  granted 
to  a  company  to  perpetrate  this  great  outrage,  and  it  is 
likely  to  be  accomplished,  unless  the  people  speak  out. 

"  I  am  an  omnibus  man,  and  am  opposed  to  railroads ; 
and  while  I  am  content  to  remedy  any  defects  of  the 
present  omnibus  system,  I  protest  against  their  being 
driven  out  of  the  streets. 

"  Let  us  consider  what  are  the  objections  to  the  om- 
nibus, and  suggest  the  remedy.  It  is  said,  and  the 
charge,  I  confess,  has  some  weight,  that,  in  Chestnut 
street  particularly,  they  occupy  the  entire  street,  lum- 
bering about,  careless  of  all  other  vehicles,  first  on  one 
side,  then  on  the  other,  so  that  it  is  dangerous  to  attempt 
to  drive  a  private  carriage  through  the  street  at  all. 
Let  iis  learn  wisdom  of  our  enemies.  It  would  be  cer- 
tainly desirable,  if  practicable,  to  compel  all  the  omni- 
bus drivers — a  very  reliable  and  compliant  set  of  men — 
to  keep  their  unwieldy  machines  exactly  in  the  middle 


10  A  PRACTICAL  TREATISE  ON 

of  the  street,  imitating  in  this  respect  the  railroad.  If 
this  were  done,  then  every  body  would  know  how  to 
pass  them.  Fast  young  men  and  tigers  could  show 
their  skill  in  driving  their  light  wagons  within  an  inch 
of  the  omnibus,  on  a  full  trot,  without  danger  of  being 
crushed,  as  now,  by  a  lee-lurch  of  the  great  battering 
ram.  To  insure  this  end,  I  would  pass  an  ordinance, 
and  impose  a  fine  upon  every  Jehu  that  did  not  comply 
with  the  rule. 

"  It  may  be  objected  that  the  drivers  could  not,  if  they 
would,  keep  the  exact  middle  line  of  the  street.  I  am 
ready  to  meet  this  objection.  Take  two  metal  bars, 
nearly  flat,  and  lay  them  at  a  proper  distance  apart,  so 
that  the  wheels  could  travel  on  them ;  the  horses  would 
naturally  keep  between  them.  This  would  have  the 
effect,  also,  of  diminishing  the  terrible  noise  the  vehicle 
now  makes  over  the  rough  stones.  To  prevent  the 
wheels  running  off  the  metal  bars  or  slabs,  a  slight  pro- 
jection might  be  made  on  each,  say  about  seven-eighths 
of  an  inch  high,  and,  if  you  please,  let  the  wheels  have 
a  corresponding  rim  on  their  tires.  This  device,  as  any 
one  may  see,  would  effectually  prevent  the  omnibus 
from  wabbling  from  curve  to  curve,  and  surging  through 
holes,  and  over  loose  stones. 

"  It  is  evident,  too,  that,  owing  to  the  ease  with  which 
great  weights  may  be  pulled  over  smooth  surfaces,  a  de- 
sirable modification  of  the  present  'bus  may  be  made. 
The  wheels  can  be  much  smaller,  and  the  frame  let 
down  lower,  so  that  feeble  persons  and  children  may  be 
able  to  u§£  this  mode  of  conveyance,  to  which  they  have 
hitherto  been  almost  debarred,  owing  to  the  difficulty  of 
ascent  to  the  back  door.  The  omnibus  could  also  be 


STREET  OR  HORSE-POWER  RAILWAYS.  H 

much  enlarged,  without  increasing  its  weight — thus  af- 
fording room  for  a  greater  number  of  passengers — a  very 
important  matter  in  a  hot  summer  day,  and  when  it  is 


raining. 


"  I  think  I  discover  a  smile  on  the  lips  of  the  scorner 
of  my  proposed  improvement,  inasmuch  as  I  have  pro- 
vided for  the  omnibus  keeping  the  exact  centre  of  the 
street,  but  not  for  their  passing  each  other  in  opposite 
directions.  I  anticipate"  the  sneering  criticism,  and  have 
the  remedy  at  hand.  I  am  not  ashamed  to  avail  my- 
self of  a  good  idea,  although  it  comes  from  the  enemy. 
Let  all  the  omnibuses  run  up  Chestnut  street  and  down 
Walnut,  or  vice  versa,  completing  the  circuit  by  using 
the  cross  streets  at  either  end.  The  system  will  then 
be  complete ;  and  with  this  improvement  easily  brought 
about,  I  defy  the  opponents  of  the  omnibus  to  point  out 
a  single  remaining  objection.  Why  then  insist  upon 
having  railroads,  when  it  is  well  known  there  are  so 
many  respectable  people  opposed  to  them,  so  that  the 
very  name  is  detestable.  Witness  the  immense  list  of 
remonstrances  against  the  Chestnut  and  Walnut  street 
Company  laying  rails  in  those  streets.  The  improved 
omnibus  system  will  satisfy  the  entire  community. 
Nine  out  of  ten  of  these  remonstrants  will,  if  they  have 
the  opportunity,  petition  Councils  to  adopt  my  plan,  in 
the  place  of  the  horrid  railroad.  No  one  will  be  silly 
enough  to  assert  that  this  system  will  injure  the  property 
of  those  living  on  the  streets  where  it  is  introduced ;  on 
the  contrary,  it  will  enhance  the  value  of  it.  All  com- 
plaints against  the  old  rudderless  monster — as  I  once 
heard  a  malicious  railroad  man  call  that  highly  respect- 


12  A  PRACTICAL  TREATISE  ON 

able  public  vehicle,  the  omnibus — will  be  at  an  end ; 
and  it  will  hardly  be  recognized  by  its  old  admirers,  in 
its  improved  shape  and  parts. 

"Again,  the  railroad  in  the  hands  of  a  company  is  a 
perfect  nonopoly ;  and,  although  their  advocates  boast 
that  they  help  the  income  of  the  city  treasury,  and  di- 
minish the  taxes,  by  keeping  the  streets  in  good  repair 
at  their  own  expense,  yet  the  people  very  properly  ob- 
ject to  monopolies. 

"  Now,  there  is  no  reason  why  a  revenue  of  the  same 
sort,  and  a  stipulation  to  keep  the  streets  in  order,  may 
not  be  equally  well  secured  under  my  proposed  new  om- 
nibus system.  Charge  twenty-five  dollars  per  annum 
for  the  privilege  for  each  omnibus,  and  compel  the 
owners  to  keep  the  streets  in  order. 

"  This  could  not,  perhaps,  be  done,  without  concert 
of  action  between  the  several  owners ;  but  to  insure  its 
being  carried  out,  I  would  suggest  that  a  number  of  in- 
dividuals club  together,  and  take  certain  streets,  and 
that  Councils  recognize  the  club,  and  hold  them  jointly 
responsible.  This  would  be  a  very  different  concern 
from  an  incorporated  company.  The  former  consists  of 
individual  citizens  ;  the  latter  is  a  monopoly,  and  have 
the  right,  by  an  act  of  the  Legislature,  to  use  a  great 
seal. 

"  Of  course,  the  railroad  advocates  will  find,  or  try  to 
invent,  some  objections  to  my  plan ;  but  I  appeal  to 
every  reflecting  man,  if  it  does  not  possess  all  the 
merits  claimed  for  the  railroad,  and  at  the  same  time 
preserve  all  the  good  characteristics  of  the  omnibus, 
with  none  of  its  disadvantages. 


STREET  OR  HORSE-POWER  RAILWAYS.  13 

"  Gentlemen  in  their  private  carriages  may  then  have 
some  satisfaction  in  driving  through  Chestnut  street. 
There  will  be  no  more  noise,  no  blockading  the  street; 
people  may  converse  and  read  newspapers  in  the  omni- 
bus; ladies'  dresses  will  not  be  splashed  with  dirty 
water  from  the  gutters;  the  street  will  be  inviting; 
shopping  will  be  pleasant  pastime,  and  every  body  will 
be  pleased  with  the  change. 

"  Thus,  I  have  proved  that  we  can  do  without  the 
railroad.  Some  one  may  say,  '  a  rose  by  any  other 
name  will  smell  as  sweet ;'  but  people  will  have  their 
fancies,  their  notions,  or,  if  you  please,  their  pre- 
judices. Let  no  one  do  unnecessary  violence  to  them. 
If  my  improved  omnibus  system  will  answer,  and  sat- 
isfy both  parties,  why  insist  upon  having  a  railroad  ? 
Let  the  streets  be  used  for  what  they  were  intended  for. 

"  OMNIBUS." 


CHAPTER  II. 

In  entering  upon  the  question  "  does  the  stock  of  street 
railways  afford  a  secure  and  profitable  investment  ?"  it  is 
necessary  to  lay  before  the  reader  some  of  the  many 
reasons  why  the  larger  proportion  of  railroads,  are  not 
remunerative  to  the  stockholders — and  it  would  be  found 
if  the  accounts  and  transactions  of  the  majority  of 
bankrupt  railroad  companies  were  examined,  that  if 
judiciously  located  as  to  termini,  the  fault  has  not  arisen 
so  much  from  a  lack  of  income,  but  because  that  income 


14  A  PRACTICAL  TREATISE  ON 

has  been  injudiciously  expended  ;  and  that  the  cost  of 
construction  has  not  been  proportioned  to  a  fair  estimate 
of  the  prospective  business;  in  the  natural  desire  to 
secure  the  construction  of  the  work,  estimates  have  been 
furnished,  undervaluing  the  cost  and  overrating  the 
anticipated  profits,  thus  requiring  of  necessity  a  resort 
to  loans  at  usurious  rates  for  construction  alone,  leaving 
the  equipment  to  be  scantily  provided  for  by  a  floating 
debt,  or  some  other  financial  operation :  yet,  however 
much  the  system  may  be  condemned,  there  is  that 
tendency  to  speculation,  in  the  principle  upon  which 
such  enterprises  are  conducted,  that  examples  will  ever 
be  disregarded,  and  works  will  continue  to  be  constructed 
with  such  mismanagement,  as  can  but  result  disastrously 
to  stockholders — the  law  which  must  govern  the  value 
of  a  railroad,  as  well  as  every  other  undertaking,  for 
investment,  is  that  it  shall  yield  a  profit  equal  to  a 
fair  interest  on  the  whole  amount  of  its  cost. 

Therefore  in  the  construction  of  street  railroads,  let 
care  be  taken  that  the  whole  capital  invested  be  judi- 
ciously and  legitimately  disbursed  for  the  construction 
and  equipment  of  the  road,  and  that  not  too  much  money 
or  credit  be  absorbed  for  such  plunder,  as  lobbying  bills — 
let  the  affairs  of  the  company  be,  so  far  as  possible,  secure 
from  imposition  and  mismanagement,  by  the  appoint- 
ment of  competent,  efficient  and  respectable  officers,  then, 
no  doubt  need  exist  that  the  permanent  business  of 
any  thoroughfare  which,  if  it  had  but  barely  maintained 
a  line  of  omnibuses,  will  be  amply  remunerative  to  a 
railway  company,  and  for  these  reasons :  that  the  cost 
of  transportation,  including  wear  and  tear  of  horses 


STREET  OR  HORSE  TOWER  RAILWAYS.  15 

and  cars  and  repairs  of  railway,  is  much  less  in  pro- 
portion to  the  capacity,  than  that  of  omnibuse's,  whilst 
the  increase  of  business  induced  by  such  strong  addi- 
tional facilities,  is  as  ten  to  one,  or,  where  one  person 
traveled  by  the  omnibus,  ten  travel  in  the  car,  either 
from  necessity,  luxury,  convenience  or  speed,  and  this 
is  the  lowest  estimate  which  the  comparison  of  omnibus 
and  railway  statistics  will  allow. 

One  great  advantage  of  the  locations  of  most  of 
the  roads  so  far  constructed  in  Philadelphia  is,  that 
they  occupy  the  ground,  and  receive  the  traffic  previ- 
ously appropriated  to  two  lines  of  omnibuses,  both  of 
which  were  in  successful  operation,  which,  with  the 
increase  of  travel  consequent  upon  the  improved  accom- 
modations, before  alluded  to — must  yield  a  large  reve- 
nue, and  is  a  strong  argument  in  favor  of  the  plan 
adopted,  in  preference  to  a  double  track  on  any  one 
street,  unless  governed  by  advantages  peculiar  io  itself. 

Taking  the  statistics  of  cost,  expenses  and  receipts 
of  four  street  railways  in  New  York  and  four  street 
railways  in  Boston,  which  may  be  assumed  to  be  a 
fair  average  on  the  whole,  the  cost  of  construction  and 
equipment  amounts  to  $5,044,520 ;  the  receipts  for  one 
year,  $1,958,119  ;  expenses  for  one  year,  including  esti- 
mated wear  and  tear  of  stock  and  repairs  of  roadway, 
$1,319,208;  being  an  income  of  $638,911,  on  a  capital 
of  $5,044,520,  giving  the  cost  of  working  at  67  per  cent, 
of  the  total  receipts.  No  returns  have  yet  been  made 
of  the  operations  of  the  many  railways  laid  down  in 
Philadelphia,  but  from  actual  observation,  it  is  calcu- 
lated that  the  aggregate  of  their  incomes  will,  in  pro- 


16  A  PRACTICAL  TREATISE  ON 

portion  to  the  amount  invested,  far  exceed  that  of 
Boston  and  New  York,  The  Citizens'  Passenger  Rail- 
way, on  Tenth  and  Eleventh  sheets,  which  was  con- 
sidered the  most  desperate  of  all  undertakings,  (and 
would  never  have  been  constructed,  but  that  it  had  for 
its  leader  and  main  support  a  gentleman  whose  fame 
and  authority  in  railroad  matters  is  unquestionable) 
has  declared  a  dividend  of  8!  per  cent,  in  5  months. 
The  Philadelphia  and  Darby  j  Passenger  Railway,  a 
suburban  road  constructed  on  a  plank  road,  (with  heavy 
grades  and  other  disadvantages)  is  just  completed,  and 
five  cars  are  insufficient  to  accommodate  the  permanent 
travel  originally  performed  by  one  omnibus.  The  stock- 
holders of  this  company  have  declined  to  entertain  a 
proposal  wherein  an  offer  was  made  to  lease  the  road  for 
five  years,  keeping  the  same  in  repair,  and  paying  a 
rent  equal  to  eight  per  cent,  per  annum  on  the  cost  of 
construction. 

The  success  of  street  railways  in  Philadelphia  has 
induced  property  owners  and  capitalists  to  apply  for 
charters  of  many  others,  of  the  ultimate  success  of  some 
of  which  there  is  doubt :  the  introduction  of  so  many 
lines  will  have  the  effect  of  reducing  the  management  of 
the  business  to  a  more  complete  and  economical  system. 

It  is  proposed  to  build  a  railway  in  New  Jersey,  from 
Camden  to  Haddonfield,  a  pleasant  and  quiet  resort, 
much  frequented  during  the  summer  season.  Its  pros- 
pects of  business  are  very  flattering.  The  corporators 
have  already  received  a  proposition  to  lease  the  road  for 
a  term  of  ten  years,  at  a  rental  equal  to  six  per  cent, 
per  annum,  the  lessee  to  keep  the  road  in  repair. 


STREET  OR  HORSE-POWER  RAILWAYS.  17 

A  steady  increase  of  business  has  been  experienced 
on  all  the  lines,  attributable  partly  to  economy  in  man- 
agement, but  mainly  to  increased  travel  as  the  extremi- 
ties of  the  streets  become  more  densely  populated. 

The  rapid  increase  of  population  about  the  depots, 
which  are  generally  on  the  suburbs  of  the  city,  adds 
largely  to  the  permanent  business  of  the  roads,  and  is 
the  means  of  bringing  into  market,  property  which 
otherwise  may  have  remained  unsold  and  unimproved 
for  years.  Moreover,  in  times  of  panic,  whilst  most 
branches  of  industry  have  been  paralysed,  the  business 
of  street  railways  has  been  continued  without  interrup- 
tion, with  steadily  increasing  receipts,  additional  facili- 
ties for  the  conveyance  of  passengers,  and  a  correspond- 
ing increase  of  the  number  of  employees  at  the  time 
when  the  curtailment  of  other  enterprises  was  swelling 
the  ranks  of  the  unemployed. 

Real  estate  along  the  lines  of  street  railways  has 
enhanced  in  value,  handsome  structures  have  taken  the 
place  of  small  dwellings,  producing  an  increased  rental, 
whilst  the  streets,  being  kept  in  repair  by  the  railway 
company,  and  their  property  yielding  an  additional 
revenue  to  the  city,  the  public  is  relieved  of  a  large 
amount  of  taxation. 

The  following  shows  the  increasing  receipts  for  pas- 
senger fares  on  some  of  the  railways  in  New  York : 

1856.  1857. 

Third  Avenue  Railroad,  N.  Y.,  $356,594  14  $405,278  95 

Eighth  Avenue  Railroad,  N.  Y.,  304,864  98     341,471  63 

Brooklyn  City  Railroad,  N.  Y.,  327,629  21     378,791  16 

Sixth  \venue  Railroad,  N.  Y.,  247,005  52     267,485  38 

2 


18 


A  PRACTICAL  TREATISE  ON 


Comparative  Monthly  Receipts  for  Passenger  Fares  on  Sixth 
Avenue  Railroad. 


1855. 

1856. 

1857. 

February, 

$13,949  14J     $17,545  43 

$18,530  41 

March, 

16,628  73 

20,049  51 

20,812  74 

April, 

18,066  40 

20,613  26 

21,872  36 

May,     - 

19,101  11 

21.099  24 

23,433  20 

June, 

18,534  36 

20,129  97 

22,565  10 

July, 

18,270  13 

19,343  73 

21,345  24 

August, 

17,604  71 

19,083  50 

21,056  76 

September, 

19,788  08 

21,965  19 

25,261  40 

October, 

24,954  53 

27,498  90 

27,369  18 

November, 

21,111  53 

21,833  71 

22,128  94 

December, 

18,354  94 

19,964  72 

21,112  16 

January,  1855, 

13,604  56 

17,878  36 

21,997  89 

Totals, 

$219,968  22 

$247,005  52 

$267,485  38 

It  is  impossible  to  furnish  a  general  estimate  of  the 
travel  on  the  route  of  a  projected  railway,  as  this  will 
be  influenced  by  local  circumstances ;  the  current  ex- 
penses will  be,  as  the  number  of  cars  employed-  the 
profits  should  be  in  proportion  thereto.  The  following 
statistics  embrace  all  the  information  necessary  to  base 
the  calculations  of  expenses  : 


SIXTH  AVENUE  RAILROAD,  N.  Y. 

Within  the  past  three  years  this  company  has  added 
more  than  one  hundred  thousand  dollars  of  property 
and  valuable  appliances  to  its  assets,  besides  having  paid 
off  $12,000  of  indebtedness  at  the  time  they  took  charge 
of  the  road,  without  interfering  with  the  payments  of 


STREET  OR  HORSE-POWER  RAILWAYS.  19 

dividends  or  incurring  obligations;  and  the  market  value 
of  its  stock  has  risen  from  about  35  per  cent,  to  par. 

An  increased  number  of  horses  and  mules,  and  addi- 
tional cars,  have  been  indispensable  to  the  accommo- 
dation of  the  increased  business  of  the  road. 

COST  OF  ROAD  AND  EQUIPMENT. 

For  graduation  and  masonry,  including  pavement 
account  in  streets ;  for  bridges ;  superstructure, 
including  iron,  -  $555,012  62 

Passenger  stations,  buildings  and  fixtures;  car- 
houses,  machine  shops,  machinery  and  fixtures ; 
land,  land  damages  and  fences,  '*  166,915  73 

Passenger  cars,  »,:.  •     -  *      61,101  76 

Horses,  mules  and  other  motive  power,  including 
harness,  -  -  -  ....  71,927  11 


Total  cost  of  road  and  equipment,         ...  $854,957  22 


RECEIPTS  FOR  ONE  YEAR. 

PASSENGER  FARES,  $267,485  38 

REAL  ESTATE. 

Interest  on  mortgages  held  by  the 

Company  to  November  1,       -          $388  50 
Rent — Vesey,  Barclay,  and  Forty- 
fourth  street  Houses,     --  639  80 

1,028  30 

To  WORKING  THE  ROAD  IN  GENERAL. 

One-half  rent  56  Barclay  street, 
paid  by  Eighth  Avenue  Railroad 
•Company,  -  1,000  00 

Damage  to  cars,  fines,  glass  broken, 
&c., 89  63 


Amounts  carried  forward,          $1,089  63  $268,513  68 


20  A  PRACTICAL  TREATISE  ON 

Amounts  brought  forward,         $1,089  63  $268,513  68 
Advertising  in  cars,  $224 ;  selling 

papers,  $24,  248  00 

Sundries,  17  23 

1,354  86 

TO  WORKING  THE  ROAD  WITH  MOTIVE  POWER. 

Manure  to  Nov.  1,  $1,000;  diffe- 
rence in  trades,  $130,     -      ^     $1,130  00 

24  horses,   $1,919  50;  11  mules, 

$1,370,  3,289  50 

Feed,  wood,  harness,  old  iron,  &e.,         878  51 

Keeping  horses,   $83  44;    set  of 

harness,  $30,  113  44 

Bill  of  plumbing,  $5  22;  shoeing 

horses,  $8,     -  13  22 

5,424  67 

Premium  on  Spanish  silver  sold  at 

the  Mint,       -        -        -      ^-  -  129  80 


Total  receipts,      «  $275,423  01 

Hfll 

EXPENSES. 
TO  WORKING  THE  ROAD  IN  GENERAL. 

Services — Superintendent,  $3,500 ; 

Deputy,  $1,200,  -  -  $4,700  00 

Conductors,  $21,200  65 ;  Drivers, 

$28,038  44,  -  49,239  09 

Painters,  blacksmiths,  watchmen, 

starters,  switchmen,  carpenters, 

car-cleaners,  and  lamp-cleaner,  12,293  19 
Taxes,  $4,112  99;  insurance,  $2, 

145  06 ;  car  bodies,  $2,946  99,  v  9,205  04 
Receivers,  $1,825 ;  rent  56  Barclay 

street,  $2,000,       -        -        -        3,825  00 


Amount  carried  forward,         $79,262  32 


STREET  OR  HORSE-POWER  RAILWAYS.  21 

Amount  brought  forward,  $79,262  32 
Fluid,  $713  61;  oil,  $498  86;  car 

wheels,  $3,211  75,  4,424  22 

Sundries — lumber,  paint,  glass,  car 

lamps,   brakes,   pedestals,    brass 

boxes,  oil  boxes,  rubber  springs, 

hardware,   car  mats,  sprinkling 

streets,  &c.,  &c.,     -        -        -        6,382  59 

90,069  13 

TO  WORKING  THE  ROAD  WITH  MOTIVE  POWER. 

Labor— Hostlers,       $17,452    31  ; 

Harnessmaker,  $728,  -  -  $18,180  31 
Blacksmiths,  $5,844  74;  iron, 

$1,850  36,  -  '  7,695  10 

Corn,  $17,423  73;  hay,  $5,995  13; 

straw,  $1,435  96,  -  24,854  82 

Oats,  $8,947  20;  corn  meal,  $69  86; 

gas,  $715  66,  9,732  72 

Horse  nails,  $51  52;  leather  and 

hardware,  $720  58,  772  10 

Horses  and  mules,  $11,351  50  ; 

horse  medicine,  $163  76,  -  11,515  26 
Croton  tax,  $388  70;  lumber, 

$199  85,  -  588  55 

Sundries — coal,  sawdust,  lime,  tar, 

bags,  currycombs,  brushes,  bells, 

brooms,  &c.,  &c.,  -  -  -  1,728  27 

75,067  13 

TO  REPAIRING  THE  TRACK,    •;*;''•  4,646    1L 

TO  EXTENDING  THE  TRACK 

On  Vesey  street,  Sixth  Avenue  and 

Forty-third  street,  9,277  11 

TO  REAL  ESTATE. 

Additions  to  depot,  new  workshop, 

&c-,       -        -        -        -        -      $4,389  18 


Amounts  carried  forward,          $4,389  18   $179,4)59  48 


22  A  PRACTICAL  TREATISE  ON 

Amounts  brought  forward,  $4,889  18   $179,059  48 

Interest  on  mortgages,                 -  1,235  16 
Mortgage  B.  W.  Bonney,  Trustee, 

paid  off,  Oct.  19,    -  3,000  00 

Labor  on  tunnel,                 -         -  247  83 

Rent  of  house  in  Forty-fourth  st.,  356  25 

Searches,  $6 ;  plumbing,  $49  29,  55  29 
Tinning  cupola,  $42  50;    fencing 

Forty-third  street,  $18  77,     -  61  27 
Flagging  lots  on  Forty-fifth  street, 

$44;    repairs,  Forty-fourth  st., 

$2  25,  46  25 

9,391  23 

TO  EXPENSE. 

Salaries  for  1857 — President,  Sec- 
retary, Treasurer  and  Clerk,  -      $7,225  00 
Balance  of  salaries,  1856,  -  200  00 

Legal  expenses  and  damages,      -         1,211  21 
Special  services  and  sundries,     •*  310  60 

8,746  81 


$197,197  52 

Balance  applicable  to  dividends,     -  $78,225  49 

= 

Length  of  double  track,  including  sidings,  4f  miles. 

Number  of  cars,  64. 

Number  of  horses  166,  and  188  mules — 354. 

Miles  run  by  passenger  cars,  950,572,  in  one  year. 

Number  of  passengers  carried,  5,240,978  in  one  year. 

Average  cost  of  carrying  each  passenger,  3f  cents. 

Average  expense  of  each  car,  $3,081,  in  one  year 

Average  cost  per  mile  run,  20f  cents. 

Average  rate  of  speed,  including  stops,  4J  miles  per  hour. 

Average  rate  of  speed,  in  motion,  6  miles. 

Rate  of  fare  for  passengers,  5  cents. 


STREET  OR  HORSE-POWER  RAILWAYS.  23 

BROOKLYN  CITY  RAILROAD,  N.  Y. 

Cost  of  Road  and  Equipment. 
For  bridges,  $3,107  02 

Superstructure,  including  iron,      -       573,063  49 
Stables  and  car  houses,  machine  shops, 
machinery  and  fixtures,  including 
land,       -  -       160,017  24 

Land  damages,    -  !   •'*  80  00 

Passenger  cars,  -  85,802  75 

Engineering,       -1    •  •  *    ••'is'-      -  4,651  15 

Horses,  mules,  harness,  &c.,          -       135,502  37 
Real  estate,  houses  and  lots,         -  7,167  84 

Stages,    sleighs,    and    miscellaneous 

articles,  -      ':  -        -        -~      57,318  12 

$1,026,709  98 

Receipts  for  one  year. 

From  passengers,         -"       -      .-    $378,79116 
From  other  sources,  as  follows,  viz : 
Interest/'-  2,160  38 

Rent,  1,606  15 

Manure,      -  3,345  87 

Cards,  and  selling  papers,    -         -  1,344  07 

Old  iron  sold,      -  '  •  537  98 

Wood,  &c.,  92  37 

Feed,  (part  burned,)    «       ~        -  73226 

$388,610  24 

Expenses  of  operating  and  maintaining  road. 
Repairs  roadway,  buildings,  &c.,  -  3,566  44 

Office  expenses,  stationery,  &c.,    -  337  15 

Office  rent,  1,000  00 

Clerks  and  receivers,  -  2,569  50 


Amounts  carried  forward,          $7,473  09    $388,610  24 


24  A  PRACTICAL  TREATISE  ON 

Amounts  brought  forward,  $7,473  09    §388,610  24 
Foremen  of  stables,  starters,  watch- 
men and  switch  tenders,  stablemen, 
turn-table   men,    conductors,    and 
drivers,  -                                    -       127,913  48 

Hay  and  feed,     -  77,105  07 
Fuel,  cost  and  labor  of  preparing  for 

use,  1,099  47 
Horses  replenished,  -  13,869  60 
Horse  shoeing,  ....  11,230  95 
Oil  and  waste  for  passenger  cars,  576  40 
Repairing  cars,  wheels,  &c.,  -  10,422  75 
Damage  for  injuries  of  persons,  -  222  00 
Damage  to  property,  -  -  ^  146  92 
General  superintendence,  -  3,250  00 
Contingencies  not  enumerated,  includ- 
ing taxes  on  personal  property,  in- 
surance, licenses,  &c.,  &c.,  34,523  24 
For  interest,  1,587  63 

289,420  60 


Balance  applicable  to  dividends,  $99,189  64 

Length  of  double  track,  including  sidings,  20  miles. 

Number  of  cars,  100. 

Miles  run  by  cars,  1,891,215,  in  one  year. 

Number  of  passengers  carried,  7,575,823,  in  one  year. 

Average  cost  of  carrying  each  passenger,  3-|-  cents. 

Average  expense  of  each  car,  $2,894,  in  one  year. 

Average  cost  per  mile  run,  15 J  cents. 

Kate  of  fare,  5  cents. 

THIRD  AVENUE  RAILROAD,  N.  Y. 

This  road  was  bought  from  a  private  partnership  for 
$1,170,000. 


STREET  OR  HORSE-POWER  RAILWAYS.  25 

The  original  proprietors  of  the  road  are  supposed 
to  have  bought  out  five  lines  of  omnibuses,  at  a  cost  of 
about  $400,000.  The  present  officers  were  connected 
with  the  road  for  the  first  time  in  November,  1854,  and 
found  no  books  or  accounts  for  previous  operations  and 
expenses  incurred  under  the  former  management. 

There  is  no  construction  or  equipment  account.  All 
expenses  are  charged  to  the  operations  of  the  road. 

Estimated  value  of  the  property  of  the  Company. 
Roadway  and  track  complete,  -   $1,000,000  00 

Real  estate,    -  40,000  00 

Horses  and  mules,  ^  -  77,000  00 

Harness,  &c.,  -        -  3,000  00 

Cars,  &c.,       -        «."   '  '*-    '  ~,       -r..      ^-    .  *,         50,000  00 


$1,170,000  00 

Earnings  from  passengers  for  one  year,     -        -  $405,278  95 

Cash  on  hand,                        .  *..            .'••  ^,  ,(-r  50,52721 
Receipts  from  manure,  sale  of  old  material,  and 

other  sources,      -     "^-  -••--- -  v._*.       -      ' -•  .  13,75095 


Total,  -      $469,557  11 

FOR  TRANSPORTATION  EXPENSES,  VIZ: 

Expenses  of  operating  road. 

Harness,       -  ^    $1,892 '57 

Repairs  of  passenger  cars,  10,449  21 
Painting,  -  -  2,05843 

Hardware  and  lumber,  -  1,147  74 
Incidental  (snow)  expenses,  1,014  28 
Law  expenses,  -  -  1,137  94 


Amounts  carried  forward,  $17,700  17  $469,557  11 


26  A  PRACTICAL  TREATISE  ON 

Am'ts  brought  forward,    $17,700  17  $469,557  11 

Office  expenses,  stationery, 

rents,  &c.,  -       5,032  48 

Conductors  and  drivers,  70,962  76 
Meal  and  hay,  -  -  68,899  05 
Pay  roll,  -  !  -  49,969  60 

Horses,        -  ;  v    20,480  56 

Salaries,       -  -    11,764  16 

Insurance,    -  -      1,352  60 

Fuel,    -  448  37 

Oil,      -  -      1,347  22 

Fluid  and  gas,  -  -  1,932  83 
Damages,  injuries  of  persons,  852  75 
General  expenses  of  stable,  566  53 
Contingencies,  -  /  -  1,547  23 

$252,856  31 

Expenses  of  maintaining  the  road,  or 

real  estate  of  the  Corporation. 
Track  expense,      -        -    $5,453  05 
Paving,  t-'     1,865  69 

Cost  of  iron  used  in  repairs,  3,339  34 
Repairs  of  buildings,  -  170  63 

10,828  71 

Real  estate,  -  -        •-      68,673  64 

Interest,       -  -      --  3,500  00 

Taxes,  3,4C2  48 

Equipment,  &c.,    -  6,250  00 

Payments  to  sewer  account,  -     v*'       2,400  00 
Loss,  Suffolk  Bank,        -        -        -        3,756  93 

351,668  07 


Net  profits,  117,889  04 

To  payment  of  dividend  of  8  pr  ct.  on 

cost  of  construction  and  equipment,  $93,600  00 

Surplus  cash  on  hand,   -        -        -       24,289  04 

$117,889  04 


STREET  OR  HORSE-POWER  RAILWAYS.  27 

Length  of  double  track,  including  sidings,  6  miles. 

Number  of  cars,  71,  and  12  stages. 

Number  of  horses,  563,  and  7  mules. 

Number  of  passengers  carried  during  the  year,  8,105,515. 

Average  cost  of  carrying  each  passenger,  4J  cents. 

Average  rate  of  speed,  6  miles  per  hour. 

CAMBRIDGE  RAILROAD,  BOSTON. 

This  railroad,  constructed  in  the  streets  of  Boston  and 
Cambridge,  from  Bowdoin  Square,  in  Boston,  to  Har- 
vard Square,  in  Cambridge ;  and  from  thence  to  Mount 
Auburn  Cemetery  and  the  line  between  Cambridge  and 
Watertown,  where  it  connects  with  the  Waltham  and 
Watertown  Railroad;  with  a  Branch  from  Harvard 
Square,  in  Cambridge,  through  North  Avenue.  The 
construction  of  the  road  was  commenced  September  1, 
1855,  and  it  was  so  far  completed,  March  26, 1856,  that 
cars  were  run  upon  it  on  that  day,  on  experimental 
trips,  for  the  first  time,  by  the  Union  Railway  Company, 
to  whom  it  has  been  leased. 

This  was  the  first  horse  railway  built  in  New 
England,  and  its  originators  experienced  considerable 
difficulty  in  obtaining  subscriptions  to  the  stock  and 
bonds  of  the  Company,  to  pay  for  the  construction  of 
the  road,  owing  to  the  fact  that  the  experiment  of  a 
horse  railroad  was  one  at  that  time  untried,  and  its 
success  doubted.  Such  great  doubt  was  manifested  as 
to  the  success  of  this  road,  that  the  Company  could 
with  difficulty  secure  a  subscription  to  their  stock  and 
bonds  to  the  amount  of  about  $43,000  only.  The  con- 
tractor, therefore,  agreed  to  receive  this  amount  on 
account  of  his  contract ;  the  balance  to  be  paid  him  in 
stock  and  bonds.  By  the  original  terms  of  subscription 


28  A  PRACTICAL  TREATISE  ON 

each  subscriber  had  the  right  to  take  either  stock  or 
bonds  for  the  amount  of  his  subscription,  as  he  might 
choose ;  and  even  then,  so  little  faith  had  the  subscri- 
bers, in  the  success  of  the  project,  that  of  the  $43,000 
paid  in,  in  cash,  $37,000  was  taken  in  bonds,  and  only 
about  $6,000  in  stock ;  the  bonds  being  secured  by  a 
mortgage  and  a  sinking  fund,  and  drawing  interest, 
and  therefore  considered  preferable  to  stock — the  divi- 
dends on  which,  were  then  considered  doubtful.  The 
bonds  now  draw  interest  at  six  per  cent.,  while  the 
stock  draws  a  regular  dividend  of  nine  per  cent.* 

The  Company  now  own  a  finished  road,  equal  in 
length  to  nearly  ten  and  a  half  miles  of  single  track, 
which  has  cost  $316,777  14,  including  the  $33,000  paid 
for  bridge  tolls.  They  have  no  floating  debt,  and  the 
funded  debt,  $150,000,  will  not  be  due  for  over  twenty- 
three  years,  when  there  will  be  a  sinking  fund  for  its 
payment.  All  claims  and  demands  against  the  Com- 
pany have  been  settled,  and  their  accounts  have  been 
all  closed.  The  interest  on  their  bonds,  the  percentage 
for  the  sinking  fund  for  the  payment  thereof,  and  the 
dividend  of  nine  per  cent,  on  their  stock  have,  without 
a  single  exception,  been  promptly  paid.  No  further 
issues  of  stock  or  bonds  are  anticipated,  unless  some 
extensions  of  the  road  be  built — which  cannot  be  done 
by  this  Company  alone,  but  only  at  the  request  of  the 
Union  Railway  Company,  who,  in  case  of  any  such 
extension,  are  bound  to  equip  and  run  the  extension, 
and  are  bound  to  pay  to  the  holders  of  any  stock  or 


*  This  is  entirely  distinct  from  what  has  been  paid  by  the  Union  Railway 
Company  to  their  own  stockholders  as  the  profits  of  operating  the  road. 


STREET  OR  HORSE-POWER  RAILWAYS.  29 

bonds  issued  to  pay  therefor,  the  interest  and  the  divi- 
dends now  paid  to  the  original  stock  and  bondholders 
of  this  Company,  together  with  the  same  percentage  on 
the  bonds  as  is  now  paid  on  those  already  issued,  for 
their  redemption  at  maturity. 

The  Union  Railway  Company,  (Boston,)  was  incor- 
porated in  1855,  with  authority  to  lease  the  Cambridge 
Railroad  and  any  other  connecting  road.  In  pursuance 
ef  this  authority  the  Company  has  leased  the  Cambridge 
Railroad  and  the  Waltham  and  Watertown  Railroad. 
The  Cambridge  Railroad  is  leased  to  this  Company  for 
the  term  of  fifty  years  from  the  date  of  the  approval  of 
the  act  incorporating  the  Cambridge  Railroad  Company, 
May  25,  1853 ;  this  Company  agreeing  to  furnish  all 
the  equipment  necessary  for  running  the  road,  to  keep 
the  road  in  repair  during  the  continuance  of  the  lease, 
to  pay  all  taxes  assessed  thereon  during  that  time,  and 
to  pay  as  rent  therefor  the  following  sums : 

To  the  Stockholders  of  the  Cambridge  Railroad  Company 
4J  per  cent,  semi-annually,  (April  1st  and  October  1st,) 
on  their  1;600  shares  of  stock;  amounting,  per  annum, 
to  -  -  $14,400  00 

To  the  Bondholders  of  the  Cambridge  Railroad  Company 
the  interest  due  semi-annually,  (January  1st  and  July 
1st,)  on  the  $150,000  of  Mortgage  Bonds  issued  by  said 
Company;  amounting,  per  annum,  to  9,000  00 

And  to  the  Trustees  of  the  Sinking  Fund,  for  the  redemp- 
tion of  the  said  Mortgage  Bonds  at  maturity,  one  per 
cent.,  semi-annually,  (April  1st  and  October  1st,)  on 
the  amount  thereof;  amounting,  per  annum,  to  -  3,000  00 


Total,  per  annum,      -  -     $26,400  00 

This  Company,  in  consideration  of  their  taking  such  new 
lease  and  paying  such  increased  rent,  to  have  the  right, 


30  A  PRACTICAL  TREATISE  ON 

upon  the  canceling  of  the  bonds,  to  require  the  issue  to 
them  of  stock  of  the  Cambridge  Railroad  Company  for 
the  same  amount,  provided  this  Company  will  agree  to 
pay  the  semi-annual  dividend  of  4  %  per  cent,  thereon. 

WALTHAM  AND  WATERTOWN  RAILWAY,  BOSTON. 

This  road  was  leased  to  the  Union  Railway  Company, 
April  11, 1857,  (which  lease  was  confirmed  by  the  stock- 
holders, July  G,  1857),  for  the  term  of  ten  years,  for  the 
sum  of  fifteen  hundred  dollars  per  annum,  from  May, 
1857,  payable  semi  annually  on  the  first  days  of  July 
and  January — with  the  privilege  of  renewing  the  same 
for  five  years  longer,  at  the  same  rate — they  to  keep 
the  road  in  good  repair  at  their  own  expense. 

STATEMENT  OF  THE  UNION  RAILWAY  COMPANY,  BOSTON, 
For  the  year  ending  November  30th,  1858. 

Cost  of  the  Road. 

The  Cambridge  Railroad  was  built  by 

contract  for  the  sum  of      -         -  $300,000  00 
Extra  work  not  included  in  contract. 
For  alterations  of  road,  lengthening 

switches  and  turnouts,  &c.,  &c.,  -         1,075  21 
For  lumber  and  iron  work  required  for 

alterations,  1,259  61 

For  paving,  paving  stones  and  gravel,      2,303  67 
For  engineering,  -  4,625  00 

For  interest,  salaries  of  officers,  &c., 

&c.,  during  construction,     -        »         7,513  65 

?316,777  14 


Amount  carried  forward,  $316,777  14 


STREET  OR  HORSE-POWER  RAILWAYS.  31 

Cost  of  Equipment. 
Amount  brought  forward,  $316,777  14 

35  cars,  valued  at  -    $23,950  00 

251  horses,  valued  at  $112  50  each,     28,237  50 

Omnibuses,  sleighs,  &c.,  valued  at  940  00 

Cost  of  land  and  buildings  thereon 

when  purchased,  -      42,636  64 

Cost  of  buildings,  offices,  stables,  &c., 

erected  by  the  Company,  -     /  -       10,701  02 

Cost  of  sundry  articles,  harness,  stable 

furniture,  tools,  &o.,  &c.,    -     ...  :     9,267  49 

Lumber  on  hand,          .*  "   •.-     1,851  41 

Provender  on  hand,       -  -        1,988  95 

Expended  toward  the  construction  of 

new  cars,  -        -        -        -  711  86 

In  addition  to  the  above  sums,  the 
company  has  charged  to  the  equip- 
ment account,  at  various  times  since 
it  was  organized,  for  various  items 
connected  with  its  operations,  in- 
cluding loss  on  old  omnibuses, 
horses,  &c.,  construction  of  new 
tracks,  turn-outs,  &c.,  &c.,  -<  39,70317 

159,988  04 


Total  cost  of  construction  and  equipment,  $476,765  18 

The  exact  cost  of  the  various  articles  of  the  company's 
equipment  cannot  be  given.  A  portion  of  the  cars  were 
purchased  and  a  portion  built  by  the  company ;  the  cost 
of  the  materials  used  therefor  cannot  be  separated  from 
the  cost  of  the  other  articles  required  for  ordinary  re- 
pairs, and  the  entire  cost  of  the  materials  used  in  build- 
ing the  cars  has  therefore  been  included  in  the  Repair 


32  A  PRACTICAL  TREATISE  ON 

Account.  The  mechanics  employed  in  building  such 
new  cars  having  also  been  employed  on  the  ordinary 
repairs  of  the  equipment,  the  time  cannot  be  separated, 
and  their  entire  wages  have,  therefore,  been  included  in 
the  Wages  Account.  The  same  remark  applies,  also,  to 
snow  plows  built  in  the  company's  work  shops,  and  to 
a  few  other  articles  of  the  equipment.  The  horses  are 
always  valued  upon  the  company's  books  at  $112  50 
each,  and  whatever  loss  may  be  made  beyond  that  sum, 
either  by  purchasing  new  horses  at  a  higher  price  than 
that,  or  by  the  exchange  of  old  horses  for  new  ones,  is 
ascertained  every  three  months,  and  the  amount  then 
included  among  the  running  expenses  of  the  compan}^, 
— as  may  be  noticed  in  the  statement  of  running  ex- 
penses hereafter  given  in  this  return.  The  Keal  Estate 
owned  by  the  company  is  always  valued,  upon  their 
books,  at  its  original  cost ;  the  cost  of  all  new  buildings 
erected  thereon,  such  as  car  houses,  stables,  work  shops, 
&c.,  together  with  all  alterations  and  repairs,  being  in- 
cluded in  the  running  expenses  under  the  head  of  Re- 
pairs of  Real  Estate.  The  cost  of  all  the  other  articles 
of  equipment  is  included  among  the  running  expenses, 
and  every  six  months  an  inventory  of  the  entire  equip- 
ment is  taken,  in  which  the  buildings,  cars  and  other 
articles  are  appraised  by  a  Committee  of  the  Board  of 
Directors  at  their  value  to  the  company,  the  appraised 
value  in  no  case,  however,  exceeding  the  cost.  In  con- 
sequence of  the  adoption  of  this  plan,  there  is  no  necessity 
for  any  charge  for  depreciation,  for  should  any  article 
of  equipment  be  worn  out  and  become  of  no  value  during 
any  six  months,  that  article  does  not  appear  in  the  next 
inventory  of  the  company's  property,  and  the  difference 


STREET  OR  HORSE-POWER  RAILWAYS.  33 

between  the  amount  of  the  last  and  former  inventory 
will  be  included  among  the  expenses ;  on  the  contrary, 
if  the  article  worn  out  has  been  replaced  by  another  of 
the  same  value,  the  amount  of  the  inventory  remains 
the  same  and  the  cost  of  renewing  is  included,  where  it 
should  be,  among  the  running  expenses ;  the  cost  of  the 
new  article  having  been  charged  to  Expense  Account 
at  the  time  of  purchase.  But  if  the  amount  of  the 
inventory  is  increased  by  new  articles  purchased  during 
the  preceding  six  months,  and  which  have  been  charged 
among  the  expenses,  the  difference  between  the  last  and 
the  former  inventory  is  then  credited  to  the  company 
as  a  part  of  their  profit. 

Total  earnings  during  the  year. 

From  passengers,  -        -     °  -?>'      -  $150,852  28 
From  U.  S.  Mails,         *;       '-•  ,":     -  466  66 

From  sales  of  manure,  -  1,093  01 

From  other  sources,       -         -         -         2,407  00 

$154,818  95 


Expenses  of  operating  the  road. 

For  repairs  of  road,  buildings,  &c.,  $6,407  58 

For  interest,  taxes  and  insurance,  -  4,843  75 
For  general  repairs,  cars,  harness, 

shoeing,  &c.,  £c.,  -  5,952  05 
For  all  wages,  printing,  salaries,  office 

expenses,  &c.,  -  -  57,804  86 

For  provender,  *;*>  -  24,437  28 


Amounts  carried  forward,         $99,445  52   $154,818  95 
3 


34  A  PRACTICAL  TREATISE  ON 

Amounts  brought  forward,        $99,445  52   $154,818  95 

For  miscellaneous  articles,  blankets,  &c.,  1,108  97 

For  all  other  expenses,  ...         5,451  27 


$106,005  76 
For  rent  of  road,  -  -      28,775  00 

134.780  76 


Net  earnings,  '  &.     -         .  $20,03819 

Surplus  earnings  of  previous  year,          -         -  10,140  35 


Total, -          $30,178  54 


Total  per  centage  of  dividends  at  the  rate  of  10.58  per  cent, 
per  annum,  leaving  a  surplus  of  $6,178  54. 

Average  number  of  horses  to  each  car,  7. 

Average  cost  of  maintaining  each  car  per  day,  including  wear 
and  tear,  feed,  salaries,  depreciation  of  property,  repairs  of  road, 
&c.,  $10  50. 

Average  number  of  miles  run  by  each  car,  12,980  per  annum. 

Average  number  of  passengers  carried  by  each  car,  50,120 
per  annum. 

Average  cost  of  carrying  each  passenger,  7|  cents. 

Average  cost  of  mile  run,  29rV0  cents. 

Rate  of  speed,  8  miles  per  hour. 

The  total  length  of  rail  on  this  road  is  equal  to  that  of  a  single 
track  9 J  miles  in  length ;  the  track  is  paved  throughout. 

THE  METROPOLITAN  RAILWAY  COMPANY,  BOSTON. 

For  the  year  ending  November  30th,  1858. 

Cost  of  the  Road. 

Amount  expended  for  labor  in  excavating  for  the 
track,  laying  foundation  and  rails,  $23,932  99 


Amount  carried  forward,          $23,932  99 


STREET  OR  HORSE-POWER  RAILWAYS.  35 

Amount  brought  forward,         $23,932  99 

Amount  expended  for  timber  for  foun- 
dation, -  --  19,952  79 

Amount  expended  for  iron,  chairs, 

spikes,  &c.,  &c.,  -  90,440  36 

Amount  expended  for  paving,  and 

paving  stones,  -  .-  34,367  11 

Amount  expended  for  engineering,          5,485  06 

Amount  expended  for  interest,  sala- 
ries of  officers  during  construction 
of  road,  and  other  expenses,  -  68,963  46 

Total  cost  of  road,  -  $243,141  77 

Amount  included  in  the  present  and 
in  the  past  years,  among  the  run- 
ning expenses,  for  estimated  or  ac- 
tual depreciation  of  the  road,  -  16,500  00 

Net  cost  of  road,  -  '     -        - $226,641  77 

Cost  of  Equipment. 

44  cars,  valued  at  $37,457  90 

528  horses,  valued  at     -  -      70,705  94 

Cost  of  omnibuses,  sleighs,  &c.,  &c., 

owned  by  the  company,      -  '  ',  -  \    48,524  00 

Cost  of  land,  and  buildings  thereon 
when  purchased,  less  mortgages 
$55,879  16,  -  -  22,559  09 

Cost  of  buildings,  offices,  stables,  &c.,    24,148  00 

Cost  of  snow  plows,  harness,  stable 
fixtures,  tools,  &c.,  &c.,  -  ''-  18,447  71 


Total  cost  of  equipment,     %b'.'     -  $221,842  64 

Amount  included  in  the  present  and 
in  past  years,  in  the  running  ex- 
penses, for  estimated  depreciation,  3,500  00 

218,342  64 


Cost  of  construction  and  equipment,  $444,984  41 


36  A  PRACTICAL  TREATISE  ON 

Total  Earnings  during  the  y'ear. 
From  passengers  in  cars  and  omni- 
buses, -  $273,544  41 
From  U.  S.  Mails,  125  00 
From  sales  of  manure,  -  4,220  20 
From  other  sources,  -  7,905  95 

Total  earnings,     -:;  *- $285,795  56 

Expenses  for  working  the  Road. 
For  repairs  of  road  and  buildings,  -      $4,925  59 
For  repairs  of  cars,  shoeing  horses,  &c.,  10,254  83 
For  wages  of  every  person  regularly 
employed,  excepting  President,  Di- 
rectors, Superintendent  and  Trea- 
surer, -       90,173  59 
For  interest,  taxes  and  insurance,  -         6,954  78 
For  rent  paid  other  companies  for  use 

of  their  road,     -  2,690  00 

For  provender,      -        -        -     Ji«.      57,10582 
For  miscellaneous  articles,  blankets,  &c.,      874  01 
For  loss  on  horses — that  isto  say,  the 
difference  between  the  present  esti- 
mated value  of  the  horses  owned  by 
the  company,  subtracted  from  the 
estimated  value  of  those  on  hand  at 
the  commencement  of  the  year — 
giving  the  present  estimated  value 
of  each  horse,  $134,  -  -       10,110  25 

For  incidental  expenses — including 
printing,  President's,  Directors', 
Treasurer's  and  Superintendent's 
salaries,  and  all  expenses  other  than 
those  belonging  to  the  actual  work- 
ing of  the  road,  and  for  all  other 
expenses,  -  -  27,963  55 

Amounts  carried  forward,          $211,052  42  $285,795  56 


STREET  OR  HORSE-POWER  RAILWAYS.  37 

Amounts  brought  forward,         $211,052  42  $285,795  56 

For  amount  charged  on  the  company's 
books  during  the  year,  for  estimated 
depreciation  of  the  road,  -  •  10,00000 

Total  expenses,     .... 221,052  42 


Net  earnings,  -  64,743  14 

Surplus  earnings  of  previous  year,  on  hand,  1,797  63 

Total  surplus  for  payment  of  dividends,  66,540  77 

Dividend  of  eight  per  cent,  declared  during  the 

year,  32,152  00 

Present  surplus,    -  '  -  34,388  77 

Average  number  of  horses  to  each  car,  12. 

Gross  average  cost  of  maintaining  each  car  per  day,  including 
wear  and  tear,  $13  76. 

Average  number  of  miles  run  in  one  year  by  each  car,  16,985. 

Average  number  of  passengers  carried  in  each  car  in  one  year, 
102,844. 

Average  cost  of  carrying  each  passenger,  4J  cents. 

Average  cost  of  mile  run,  29J  cents. 

Rate  of  speed,  5j-  miles  per  hour. 

The  total  length  of  rail  on  this  road  is  equal  to  a  single  track 
of  12  miles — it  is  paved  throughout. 

MALDEN  AND  MELROSE  RAILROAD  COMPANY,  BOSTON. 

For  eight  months  ending  November,  1858. 

Cost  of  the  road,  -        -        -        -  $56,10638 

Cost  of  equipment. 

28  cars,  -    $21,850  14 

225  horses,  -        -        >'     -        V     28,12500 


Amounts  carried  forward,  $49,975  14     $56,106  38 


38  A  PRACTICAL  TREATISE  ON 

Amounts  brought  forward,  $49,975  14     $56,106  38 

Cost  of  omnibuses,  sleighs  and  other 

vehicles,  -  -  1  *-  -  10,173  16 

Cost  of  land  and  buildings,  «&:•       ~      16,607  27 

Cost  of  harness,  snow  plows,  tools,  &c.,  11,256  09 

Extensions  of  Middlesex  Road  in 
Charlestown  and  Boston,  and 
switches  and  turnouts,  and  the 
lease  of  the  Middlesex  Railroad  for 
forty-seven  years,  with  privileges 
purchased  by  this  company,  with 
other  things,  and  estimated  alto- 
gether, -  -  -  *  .  -~  100,000  00 


Total  cost  of  equipment,  -  $188,011  66 

Amount  included  in  the  present  and 
in  past  years  in  the  running  expen- 
ses for  estimated  or  actual  depreci- 
ation of  any  of  the  above  items,  1,569  73 

186,441  93 


Total  cost  of  construction  and  equipment,  $242,548  31 

Total  earnings  during  the  eight  months. 
From  passengers,                             -  .  $61,741  53 
From  sales  of  manure,  -         -        - ,          546  87 
From  other  sources,  (rents,)  -      : '.*' ':;     1,086  50 
Total  earnings,     -  :- 63,37490 

Expenses  for  working  the  road. 

For  repairs  of  road  and  buildings,         $1,338  45 
For  repairs  of  cars,  harness,  shoeing 

horses,  &c.,  1,685  35 

For  interest,  taxes  and  insurance,  -         1,814  41 


Amounts  carried  forward,  $4,838  21      $63,374  90 


STREET  OR  HORSE-POWER  RAILWAYS.  89 

Amounts  brought  forward,  $4,838  21      $63,374  90 

For  rent  paid  to  Middlesex  Railroad 

Company  for  use  of  their  road,  -  13,292  42 

For  wages  of  persons  regularly  em- 
ployed, except  President,  Directors, 
&c.,  &c.,  -  -  20,506  84 

For  provender,      -  -       12,046  03 

For  incidental  expenses,  salaries, 

printing,  &c.,  &c.,  -  3,803  69 

Estimated  depreciation  of  property,         1,569  73 

Total  expenses      - 56,056  92 

Net  earnings,      C;  :  |f*J     ":- '"  ''  "'-'  '  $7,317  98 

Average  number  of  horses  to  each  car,  8. 

Average  cost  of  maintaining  each  car  per  day,  including  wear 
and  tear,  repairs  of  road,  &c.,  &c.,  $8  23. 

Number  of  miles  run  by  each  car  in  8  months,  4,215. 

Number  of  passengers  carried  by  each  car  in  8  months,  41,369. 

Average  cost  of  carrying  each  passenger,  4T8030  cents. 

Average  cost  of  mile  run,  47  cents. 

Rate  of  speed,  6  miles  per  hour. 

The  total  length  of  rail  on  this  road  is  equal  to  a  single  track 
of  12  miles — it  is  paved  throughout. 

MIDDLESEX  RAILROAD. 

This  road  is  leased  to  the  Maiden  and  Melrose  Com- 
pany, who  pay  a  semi-annual  rental  equal  to  eight  per 
cent,  per  annum  on  each  share  of  the  capital  stock 
of  the  Middlesex  Railroad  Company. 

BROADWAY  (HORSE)  RAILROAD  COMPANY,  BOSTON. 

This  company  has  had  a  location  granted  to  it  hy 
the  Mayor  and  Aldermen  of  the  City  of  Boston,  and 
the  railroad  is  under  contract  for  building.  A  portion 
of  the  same  is  completed,  and  in  operation.  The  com- 


40 


A  PRACTICAL  TREATISE  ON 


pany  has   bought  no  real  estate,  nor  any  equipment, 
and  no  returns  have  yet  been  made. 

THE  DORCHESTER  RAILWAY  COMPANY. 

This  company  has  purchased  the  corporate  property 
of  the  Dorchester  Avenue  Eailroad  Company,  and  leased 
the  road — the  lessees  have  run  the  cars  and  the  line 
of  coaches  connected  therewith,  on  their  own  account, 
paying  to  this  Corporation  a  rent  equal  to  eight  per 
cent,  per  annum  on  the  amount  of  stock  outstanding. 

RECAPITULATION  OF  THE  FOREGOING. 


'NAME  OF  ROAD. 

Cost  of 
Construction. 

Cost,  of 
Equipment. 

Net  Profit. 

$555,012  62 

$199,1)44  60 

$78,125  39 

Brooklyn  City  

574  003  75 

452,706,  23 

99,189  64 

Third  Avenue                     

1  000  000  00 

170  000  00 

117  882  04 

Cambridge  and  Union  ...         .. 

316  777  14 

159  988  04 

20  038  19 

Metropolitan               

220  641  77 

218  342  64 

64,743  14 

Maiden  and  Melrose  

56,106  38 

186,441  93 

7,317  98 

Totals  

$2,728,541  66 

$1,387,423  44 

$387,296  38 

Total  stated  cost  of  construction  and  equipment, 
$4,115,965  10,  which,  allowing  for  wear  and  tear  and 
every  expense,  has  produced  a  net  profit  of  $387,296, 
•equal  to  nearly  91  per  cent,  per  annum. 

The  above  roads  comprise  a  length  of  single  track 
equal  to  ninety  miles,  the  amount  for  construction  of 
such  length,  including  all  materials  and  work,  need  not 
now  exceed,  where  no  grading  or  bridges 
are  necessary,  -$1,000,000  00 

Add  cost  of  buildings  and  equipment,     -    1,387,423  44 

$2,387,423  44 

Which  would  have  given  a  net  revenue  of  $387,296,  or 
more  than  16  per  cent. 


STREET  OR  HORSE-POWER  RAILWAYS.  41 

The  difference  in  these  two  totals  arises  partly  from 
cost  of  buying  up  the  omnibus  interests. 

These  statistics  show  that  the  business  of  street  rail- 
ways is  of  steadily  increasing  importance,  and  that  the 
enterprise  has  been  so  far,  unquestionably  successful. 
The  investments  have  yielded  large  and  regularly  paid 
dividends,  even  on  amounts  of  capital  charged  to  con- 
struction, which  was  partly  consumed  in  the  purchase 
of  imaginary  omnibus  rights,  and  other  expenses, 
amounting  in  total  to  nearly  treble  the  actual  cost  for 
which  roads  without  grading  or  bridging  can  now  be 
built. 


CHAPTER  III. 

The  vast  amount  of  capital  about  to  be  invested 
in  street  railways  throughout  the  great  commercial 
cities  of  this  country,  renders  every  information  con- 
nected with  their  history  and  construction  a  subject  of 
the  deepest  interest  to  municipal  authorities,  to  capi- 
talists, and  to  the  community  at  large, 

In  treating  on  this  important  subject,  great  difficulty 
is  experienced  on  account  of  the  impossibility  of  con- 
veying adequate  information  for  practical  purposes,  by 
means  of  the  press.  The  want  of  science  and  actual 
practice  which  has  been  exhibited  in  many  of  these 
undertakings,  and  the  fruitless  attempts  at  imitation, 
without  a  just  comprehension  of  the  original  nature  of 
the  plan,  have  invariably  resulted  in  injury  to  the  road, 


42  A  PRACTICAL  TREATISE  ON 

a  tax  on  the  public,  and  a  derangement  of  the  finances 
of  the  company. 

Gratuitous  services  are  but  temporary,  and  generally 
terminate  in  disappointed  expectations.  Skill  and  ex- 
ecutive labor  must  be  adequately  paid  for,  if  expected 
to  be  constantly  and  usefully  exerted,  and  if  so  exerted, 
the  price  is  no  consideration  when  compared  with  the 
advantages  derived. 

The  contents  of  this  chapter  will  be  classified  under 
the  following  heads : 

First. — A  slight  sketch  of  the  history  of  tramways. 

Secondly. — Their  location,  grade  and  gauge. 

Thirdly. — Drainage. 

Lastly. — Their  mechanical  construction. 

The  earliest  account  given  of  the  use  of  tramways, 
dates  as  far  back  as  1670,  when,  on  the  introduction  of 
coal  as  a  substitute  for  wood  fuel,  great  difficulties  were 
experienced  in  its  transportation  from  the  mines  to  the 
ships,  which  was  done  in  rude  carts,  over  rough  roads, 
involving  serious  expenditures  to  the  proprietors  of  the 
mines,  who  necessarily  employed  several  hundred  horses 
and  carts  for  this  traffic.  The  importance  of  adopting 
some  plan  of  reducing  the  consequent  expense,  occupied 
the  attention  of  those  interested,  and,  after  serious 
consideration,  the  result  was  the  construction  of  wooden 
tramways,  consisting  of  straight  pieces  of  timber  im- 
bedded longitudinally  in  the  roadway  without  cross  ties. 

These  were  found  to  be  so  advantageous  that  they 
were  at  once  adopted  throughout  the  mining  districts ; 
their  construction,  as  improved,  has  been  thus  described: 

Some  attention  appears  to  have  been  given  to  the 
locations,  as  considerable  deviations  from  direct  lines 


STREET  OR  HORSE-POWER  RAILWAYS.  43 

were  made  to  avoid  inequalities  of  the  ground,  and  con- 
sequent expenditure  for  graduation ;  the  road-bed  being 
leveled,  cross  ties  of  large  logs  of  wood,  cut  into  lengths 
to  correspond  with  the  width  of  the  road,  were  laid  across 
at  short  distances,  and  firmly  imbedded,  to  support  the 
longitudinal  pieces  of  timber  which  were  connected  end 
to  end  over  the  cross  ties,  and  to  which  they  were 
nailed  or  otherwise  secured.  These  timbers  or  rails 
becoming  constantly  broken  or  rapidly  worn  away  by 
the  continued  friction  of  the  wheels,  other  smaller  pieces 
of  timber  were  laid  over  the  dilapidated  portions,  which 
eventually  led  to  the  introduction  of  a  double  sleeper 
throughout  the  whole  line.  The  roadway  was  generally 
about  six  feet  wide,  the  cross  ties  were  laid  two  feet 
apart ;  the  under  rail  was  first  laid  with  oak,  but  after- 
wards of  pine  fir,  about  six  feet  long,  five  inches  broad, 
by  four  or  five  inches  in  depth ;  the  upper  rail  was  of 
the  same  dimensions,  and  generally  of  beech  or  plane 
tree ;  the  under  rail  being  properly  secured  to  the  cross 
ties,  the  road  was  ballasted  with  ashes  or  other  material, 
packed  firmly  to  the  surface  of  the  rail,  upon  which 
the  upper  rail  was  then  placed  and  firmly  secured  by 
wooden  pins. 

The  wagons  resembled  somewhat  the  coal  cars  now 
in  use,  the  wheels  were  of  wood,  and  very  low.  Three 
tons  was  the  general  load  to  each  horse.  The  passage 
of  the  wagons  over  the  steep  declivities  or  "  runs,"  was 
regulated  by  rude  brakes,  the  management  of  which, 
depending  upon  the  dexterity  of  the  wagoners,  often 
produced  very  fatal  results. 

The  substitution  of  iron  rails  for  wood,  which  enabled 
the  horse  to  haul  double  his  previous  load,  was  intro- 


44  A  PRACTICAL  TREATISE  ON 

duced  about  the  year  1767,  at  the  iron  works  of  Cole- 
brook  Dale.  It  is  said,  that  the  price  of  iron  becoming 
very  low,  and  the  works  of  this  company  being  of  great 
extent,  the  pig  iron,  instead  of  being  stacked,  was  laid 
upon  the  wooden  rails,  on  the  supposition  that  the  saving 
in  repair  of  the  rails  would  help  to  pay  the  interest,  until 
the  price  of  iron  should  rise,  when  it  could  be  easily 
taken  up  and  sent  away  as  pig  iron.  These  pieces  of 
iron  were  about  five  feet  long,  four  inches  broad,  and  one 
inch  and  a  quarter  thick,  with  three  holes  by  which 
they  were  fastened  to  the  rails.  The  introduction  of 
the  iron  rail  so  reduced  the  resistance  in  descending  in- 
clined planes  that  the  brake  was  ineffectual  in  counter- 
acting the  force  of  gravity,  and  recourse  was  had  to 
other  modes  of  restraining  the  velocity  of  the  wagons, 
which  resulted  in  the  employment  of  the  surplus  gravity 
of  the  load  descending  one  plane  to  drag  the  empty 
ones  up  the  ascending  plane. 

The  next  improvement  was  the  introduction,  about 
the  year  1776,  of  the  cast  iron  tram  plates  with  an 
upright  ledge ;  since  then  the  subject  has  so  occupied 
the  ingenuity  of  mechanics  and  engineers  that  a  great 
variety  of  patterns  for  iron  rails  have  been  patented  and 
introduced ;  of  the  more  modern  and  useful  ones  notice 
will  hereafter  be  taken. 

In  the  year  1825,  the  Stockton  and  Darlington  Kail- 
way  was  opened;  animal  power  was  principally  enr 
ployed,  and  the  community  was  surprised  at  the  wonder- 
ful superiority  of  railroads  over  the  best  of  common 
roads ;  as  a  carriage  containing  twenty-six  persons,  with 
their  proportion  of  baggage,  was  drawn  by  a  single  horse 
at  the  rate  of  six  miles  per  hour,  with  comparatively 
little  exertion. 


STREET  OR  HORSE-POWER  RAILWAYS.  45 

LOCATION,  GRADE  AND  GAUGE. 

The  great  improvements  which  have  taken  place  in 
road-making ;  consisting,  not  only  in  planking,  paving, 
macadamising,  &c.,  but  in  the  greater  attention  given  to 
the  character  of  gradients  for  roads  adapted  only  to 
ordinary  vehicles,  afford  great  facilities  for  the  con- 
struction of  tramways  on  the  line  of  public  roads.  The 
simple  act  of  laying  strips  of  iron  on  the  line  and  grade 
of  a  turnpike  or  plank  road,  is  certainly  not  so  exten- 
sive an  undertaking,  although  a  much  greater  improve- 
ment upon  the  present  paved,  planked  or  macadamized 
road,  than  these  latter  were  upon  the  rude  roads  of 
former  times  :  in  fact  the  experience  gained  from  tram- 
ways now  in  use,  appears  to  suggest  the  substitution 
of  the  iron  way  as  the  next  gradual  and  natural  im- 
provement over  the  ordinary  roads. 

There  are  few  public  roads  (having  sufficient  business 
to  support  a  tramway)  which  have  not  abundance  of 
width  for  the  construction  of  a  railway  on  their  sides 
without  in  the  slightest  impeding  the  traveling  of 
carriages,  wagons,  &c.,  upon  their  centres;  or  which 
could  not  be  advantageously  widened  by  the  substitution 
of  a  proper  plan  of  drainage  for  their  wide,  shallow  and 
useless  ditches  and  pools  of  stagnant  water. 

The  desiderata  in  constructing  a  street  railway  are 
economy  of  motive  power,  rapidity,  safety  and  public 
convenience;  and  whilst  it  is  important,  so  to  locate 
and  construct  a  railway  as  to  conform  to  these  require- 
ments ;  economy  dictates,  that  having  made  a  safe  calcu- 
lation of  the  probable  amount  of  receipts  and  working 
expenses,  the  cost  of  construction  should  in  all  cases 
be  proportioned  thereto ;  but  great  care  should  be  ex- 


46  A  PRACTICAL  TREATISE  ON 

ercised,  for  prospective  profit,  which  by  figures  is  capable 
of  easy  demonstration,  is  too  often  in  practice,  pro- 
ductive of  opposite  results. 

If,  by  an  extraordinary  expenditure,  a  railway  could' be 
so  perfectly  constructed,  that  no  repairs  would  be  requi- 
site, and  that  a  vastly  increased  .amount  of  passengers 
could  be  transported  with  the  least  power ;  it  may  be 
questionable  if  true  economy,  owing  to  the  particular 
circumstances  of  the  company's  affairs,  might  not  dic- 
tate the  construction  of  a  cheaper  work,  on  which  a 
smaller  load  could  be  drawn  with  the  same  power. 

In  the  location  of  a  passenger  tramway  on  the  suburbs 
of  a  city,  the  nature  of  its  business  usually  confines  the 
route  to  the  public  roads,  in  the  immediate  vicinity  of 
which,  those  who  constitute  its  permanent  travel  reside. 
No  deviation  therefrom  can  consequently  be  admissible, 
and  as  to  the  question  whether  to  grade,  or  to  lay  the 
rail  on  the  existing  surface  of  the  road ;  it  is  a  matter 
to  be  determined  by  the  cost ;  by  questions  arising  out 
of  local  circumstances ;  or  in  some  cases,  by  the  general 
railroad  law  of  the  State. 

It  is  conceded  that  the  level  road  is  less  fatiguing 
to  horses,  than  that  which  is  undulating ;  and  therefore 
it  is  desirable  in  constructing  a  tramway,  to  lay  the 
superstructure  on  such  grades,  as  will  allow  the  horses 
to  ascend  without  too  much  exertion  and  descend 
without-  risk  or  danger  on  a  road  covered  with  ice  and 
snow. 

In  order  to  determine  what  shall  be  the  maximum 
gradient ;  it  is  necessary  to  consider  the  question  alter- 
nately, as  an  ascent  and  descent — the  former  concerns 


STREET  OR  HORSE-POWER  RAILWAYS.  47 

the  economy  of  motive  power ;   the  latter,  the  safety 
of  rapid  traveling. 

There  are  many  circumstances  which  affect  the  motion 
of  cars  on  a  street  railway,  and  in  investigating  the 
subject  as  to  what  may  be  the  maximum  of  ascend- 
ing grade,  where  horse-power  is  employed,  the  following 
will  be  noticed  as  the  most  important  points  to  be 
considered :  • 

The  maximum  load. 

Traction  due  the  maximum  load  on  a  level. 
Available  power — from  which  must  be  deduced  the 
maximum  gradients  to  be  adopted  in  location — thus  : 
The  two-horse  car  in  ordinary  use,  weighs        4,200  Ibs. 
Capable  of  carrying  30  passengers,  whose  ave- 
rage weight  will  not  exceed  150  Ibs.,  4,500    " 


Maximum  load,          -     >  ;*       ...     8,700  Ibs. 


On  a  level  the  tractive  force  is  expended  merely  to 
overcome  friction ;  which  on  iron  railways  is  calculated 
from  TJa  to  2 is  of  the  load,  according  to  the  dryness  or 
dampness  of  the  rails;  but  on  street  railways  may  more 
correctly  be  estimated  at  yiu  of  the  load,  on  account  of 
the  extraneous  matter  liable  to  accumulate  on  the  rails. 
Thus  then  8,700  Ibs.  being  the  maximum  load  sV2<H>  = 
73  Ibs.  is  the  traction  due  the  maximum  load  on  a  level. 
The  proportion  of  traction,  to  load,  on  gradients  is,  as  the 
ratio  of  inclination  is  to  its  length — taking  the  available 
power  of  two  horses  at  327  Ibs.  we  have  gWa  =  26,  thus 
the  gradient  should  not  exceed  1  in  26. 

The  resistance  here  calculated  at  iiu  of  the  load  will 
vary  according  to  the  nature  and  condition  of  the  road, 


48  A  PRACTICAL  TREATISE  ON 

occasioned  by  matter  on  the  rails,  undulations  in  the 
same,  whether  from  imperfection  in  the  iron  or  want  of 
uniformity  in  the  grades,  or  unevenness  at  the  joints ; 
all  of  which  have  the  same  injurious  effects,  as  rising 
over  an  obstruction,  and  form  a  much  greater  part  of  the 
resistance  on  an  iron  road,  where  they  are  proportion- 
ably  more  injurious  than  on  a  turnpike  road;  and  the 
power  of  a  horse  to  overcome  the  same  is  greatly  di- 
minished in  proportion  to  the  ascent. 

The  resistance  due  wheel  carriages  is  the  effect  of  two 
separate  causes,  arising  from  the  attrition  on  their  axes, 
and  the  action  of  the  wheel  upon  the  rail.  The  pressure 
on  the 'rubbing  parts  at  the  axis  of  a  carriage  is  propor- 
tional to  the  weight  of  the  body  of  the  carriage,  and  its 
load.  The  pressure  on  the  rails  will  exceed  that  on 
the  axis  by  the  weight  of  the  wheels,  and  thus  the 
wheel  is  prevented  sliding  on  the  rail.  The  resistance 
decreases  in  the  ratio  of  the  radius  of  the  wheel  to  the 
radius  of  the  axle  :  therefore  in  the  construction  of  rail- 
way cars  it  is  desirable  to  have  the  diameter  of  the  wheels 
as  large,  and  the  axles  as  small,  as  convenience  and  safety 
will  allow.  The  amount  of  friction  to  be  overcome 
will  vary  according  to  the  character  of  the  lubricating 
material  made  use  of,  and  the  smoothness  and  evenness 
of  their  surfaces ;  by  the  uniform  cleanness  of  the  rail 
surface ;  and  the  accuracy  of  the  wheel's  periphery. 

It  is  next  necessary  to  consider  the  nature  and  effect 
of  the  power  employed  to  move  the  cars,  and  whilst  it 
would  be  superfluous  to  add  any  description  of  the  horse, 
it  is  desirable  to  make  such  investigation  as  to  its  mus- 
cular force  and  power  of  duration,  as  will  aid  its  applica- 
tion in  such  a  manner,  as  to  afford  the  greatest  amount 


STREET  OR  HORSE-POWER  RAILWAYS.  49 

of  useful  effect,  with  as  much  speed  as  can  be  obtained 
without  injury  to  the  animal. 

In  conducting  the  business  of  conveying  passengers 
on  street  railways,  speed  is  secondary  only  to  safety ; 
and  the  daily  work  of  a  horse  thus  employed  is  to  be 
calculated  by  distance  run,  the  duration  of  labor  being 
shortened  in  proportion  to  speed. 

Dr.  Desaguliers  estimates  the  power  of  a  horse  at  200 
Ibs.,  moving  2J  miles  an  hour,  for  8  hours  in  a  day, 
making  200  Ibs.  20  miles  in  a  day. 

Mr.  Watt  estimates  it  at  150  Ibs.,  at  the  same  rate. 

Mr.  Tredgold  places  it  at  125  Ibs.,  at  the  rate  of  3 
miles  per  hour,  for  6  hours  of  a  day. 

Experiments  were  made  by  Mr.  Wood,  with  a  very 
complete  model,  from  which  it  appears  that  the  tractive 
force  required  to  move  a  car  on  a  level  railway  is  capa- 
ble of  being  reduced  to  one-five-hundredth  part  of  the 
weight ;  if  then  the  average  draught  of  a  horse  through 
a  day's  work  is  estimated  at  150  Ibs.,  moving  at  the  rate 
of  2£  miles  an  hour,  the  same  horse  should  be  capable 
of  hauling  on  a  level  railway  500  x  150  =  75,000  Ibs., 
or  about  33  \  tons.  No  railway,  however,  is  so  perfectly 
constructed  as  to  admit  of  this  application. 

A  horse  working  every  day,  traveling  20  miles  a  day, 
exerts  a  force  varying  from  50  to  300  Ibs.,  the  greatest 
muscular  power  exerted  by  average  dray  horses  on  steep 
ascents  through  the  streets,  will  probably  sometimes 
amount  to  400  Ibs. 

On  the  colliery  railways  in  England,  in  one  ascent  of 
236  feet  to  the  mile,  one  horse  hauls  2  tons  of  coal,  and 
in  another,  on  a  plane  of  500  feet  in  length,  it  is  esti- 
4 


50  A  PRACTICAL  TREATISE  ON 

mated  that  the  muscular  force  employed  by  a  horse  is 
about  342  Ibs. 

It  is  calculated  that,  taking  the  load  which  a  horse  can 
draw  on  a  level  at  1, 

On  a  rise  of  120  feet  to  the  mile,  he  can  draw  only  .75 
"          220  "  «  .50 

"          528  "  "  .25 

The  following  table  by  Mr.  Tredgold,  represents  the 
duration  of  labor  and  maximum  velocity  of  a  horse 
unloaded : 

Duration  of  labor,  1  hour.        2  h.        3  h.        4  h.      5  h.        6  h.      7  h.        8  h.       10  h. 

Maximum    velocity 

unloaded,  in  miles    14.7  miles.    10.4  m.    8.5  m.    7.3  m.    6.6  m.    6  m.    5.5  m.    5.2  m.    4.6  m. 

per  hour, 

This  he  considers  may  be  taken  as  very  nearly  the 
law  of  decrease  of  speed  by  increased  duration  of  labor 
when  a  horse  moves  on  a  level  road,  unloaded.  If  the 
road  be  inclined,  the  velocity  of  ascent  will  decrease  in 
proportion  to  the  rise  of  the  inclination,  and  proportion- 
ally increase  in  the  descent. 

From  calculation  it  would  appear  that  a  horse  can 
haul  seven  times  a  greater  weight  on  a  level  road 
than  he  can  on  an  inclination  of  5  in  100,  and  prac- 
tical experience  proves  that  on  a  line  of  five  miles 
where  there  are  continually  undulating  grades,  varying 
from  level  to  5  in  100,  two  horses  can  regularly  haul 
four  tons  in  one  hour.  This  then  would  tend  to  clearly 
demonstrate  that  the  system  now  adopted  on  level  streets 
of  attaching  two  horses  to  a  car,  whose  weight  when 
loaded  will  perhaps  not  exceed  four  tons,  the  capacity  of 
the  horses  being  twenty-eight  tons,  is  a  waste  of  motive 
power,  arising  either  from  a  miscalculation  of  the  horses' 
power,  inferiority  of  stock,  or  defectiveness  in  the  wheels 
or  track. 


STREET  OR  HORSE-POWER  RAILWAYS.  51 

Viewing  the  subject  of  grades  as  a  descent,  there  are 
these  dangers,  that  the  brakes  may  not  be  properly  con- 
structed and  attached,  and  that  carelessness  in  their 
application  may  result  in  serious  accidents,  and  must 
always  cause  a  greater  strain  upon  the  horses  in  resisting 
the  tendency  of  the  car  to  roll  down  the  hill.  A  much 
more  secure  plan  than  the  present  brake  may  be  adopted 
on  cars  running  on  steep  descents,  by  attaching  the 
moving  power  of  a  lever  to  the  tongue  or  pole  of  the 
car,  the  fulcrum  on  a  plane  with  the  height  of  the  wheel, 
and  using  the  other  arm  against  the  resisting  wheel ; 
the  brake  would  then  be  self-acting,  and  in  the  event  of 
the  horses  falling,  the  progress  of  the  car  would  be  im- 
mediately arrested — moreover,  when  the  road  is  covered 
with  ice,  the  slippery  surface  renders  both  the  ascent 
and  descent  troublesome,  dangerous  to  the  horses,  and 
sometimes  impracticable. 

Thus  in  laying  out  a  railway  where  the  motive  power 
of  horses  is  to  be  employed,  observing  the  danger  and 
inconvenience  of  descending  inclinations  and  the  increas- 
ing loss  of  power  on  ascents,  it  follows  that  it  is  highly 
important  to  obviate  as  much  as  possible  all  heavy  gra- 
dients, particularly  in  the  middle  portions  of  a  road 
where  the  travel  will  in  all  probability  be  heaviest ;  for 
the  expense  of  motive  power  on  a  level  will  increase  in 
much  greater  ratio  than  the  increased  rate  of  inclination. 

Until  very  recently,  the  shortest  radius  of  curvature 
adopted  on  main  lines  was  sixty  feet,  and  of  the  pattern 
shown  in  plate  14,  the  difficulty  experienced  in  turning 
some  of  the  sharp  angles  of  the  streets  was,  in  one  case, 
so  great  as  to  interfere  with  a  proper  location  of  the 
track,  and  much  inventive  genius  was  applied  (as  is  not 


52  A  PRACTICAL  TREATISE  ON 

unfrequently  the  case)  to  remedy  the  evil  without  con- 
sideration of  its  cause ;  thus  every  conceivable  alteration 
to  the  car  was  suggested.  The  matter  was  referred  to 
Strickland  Kneass,  Esq.,  the  Chief  Engineer  and  Sur- 
veyor of  the  city  of  Philadelphia,  who,  upon  investi- 
gation, decided  to  remedy  the  evil  in  the  pattern  of  the 
rail.  By  placing  a  car  on  the  curve  it  was  observed 
that  the  distance  between  the  wheels  was  so  great  as 
to  cause  the  flange  of  the  back  wheel  to  "  ride"  on  the 
oblique  line  of  the  rail  edge  to  the  surface  of  rail  and 
pass  over  it — the  pattern  of  rail  was  altered  to  that 
shown  in  plate  13,  where  the  wagon  edge  of  rail  rising 
at  right  angles,  prevents  the  flange  of  the  wheel  having 
any  purchase  thereon  other  than  that  afforded  by  the 
inclination  of  flange,  which  is  counteracted  by  the  weight 
of  the  car. 

DRAINAGE. 

The  drainage  of  railways  demands  the  most  careful  con- 
sideration, and  the  judgment  of  the  engineer  is  required 
to  render  available  the  natural  facilities  of  the  country. 
Not  only  must  the  surface  water  be  got  rid  of,  but  the 
adjacent  substratum  should  be  thoroughly  drained,  and 
protection  made  from  the  flood  of  water  in  heavy  rains. 
Where  springs  rise  on  the  site  of  the  road,  drains  should 
be  made  into  them ;  all  drains  must  communicate  with 
the  natural  water  courses  of  the  country,  and  in  some 
cases  it  may  be  necessary  to  build  cross  drains  of  good 
masonry  under  the  road  bed,  particularly  where  it  is 
located  on  the  slope  of  a  hill.  Where  no  provision  is 
made  for  drainage,  not  only  will  the  timbers  soon  decay, 
but  the  soil  which  forms  the  bed  or  foundation  of  the 


STREET  OR  HORSE-POWER  RAILWAYS.  53 

structure,  becoming  loose,  recedes  from  the  timbers,  and 
the  effect  of  every  additional  weight  on  the  rail,  causes 
a  deflection  and  consequent  vibration  at  the  joints, 
abrupt  changes  in  the  grade  and  increased  wear  and 
tear  in  the  material  of  which  the  road  is  constructed. 
It  is  not  difficult  to  perceive  that  the  subject  of  drainage 
is  one  of  the  first  importance  in  the  construction  of 
tramways,  and  that  even  with  enormous  expenditures, 
it  is  useless  to  attempt  to  keep  a  suburban  railway  in 
repair,  under  an  incomplete  system  of  drainage.  The 
side  channels  and  all  the  road  drains  require  a  thorough 
examination  at  the  commencement  of  spring  and  winter, 
and  constant  attention  to  their  being  kept  free  from 
obstruction;  by  this  means  the  road  will  be  kept  dry 
and  be  maintained  in  good  condition  at  proportionally 
small  expense. 

The  gauge  of  track  and  pattern  of  rail  to  be  adopted 
are  questions  of  the  greatest  importance,  on  the  judicious 
decision  of  which  will  depend  in  a  great  measure  the 
local  popularity  of  street  railways.  Philadelphia,  though 
slow  to  introduce  a  new  system  of  locomotion  to  her 
streets,  has  so  consulted  the  requirements  of  the  public 
generally  by  improving  on  the  plans  of  other  cities,  as 
to  accommodate  those  who  use  the  streets  with  private 
vehicles,  as  well  as  those  who  travel  in  the  cars. 

Under  an  ordinance  of  City  Councils  of  Philadelphia, 
all  iron  rails  laid  in  the  streets  must  be  of  the  pattern 
shown  in  plate  12,  and  the  gauge  of  track  five  feet  two 
inches,  the  space  between  the  wheels  of  ordinary  vehicles. 
Under  this  arrangement  the  broad  tramway  of  the  rail 
provides  a  smooth  iron  surface  for  the  wheels  of  carriages, 
wagons,  drays,  &c.,  and  accomplishes  the  advantages  of 


54  A  PRACTICAL  TREATISE  ON 

concentrating  the  travel,  relieving  the  streets  of  the 
noise  occasioned  by  the  rattling  of  heavily  laden  vehicles 
over  the  rough  stones,  economizing  a  heavy  annual  ex- 
pense for  repairing  streets ;  and  by  accommodating  all 
classes  of  the  community,  the  prejudice  and  opposition 
which  formerly  existed  are  gradually  being  forgotten. 

The  engineering  of  some  of  the  first  railways  laid 
down  in  Philadelphia  was  entrusted  to  the  eminent 
Chief  Engineer  and  Surveyor  of  the  city,  and,  how 
thoroughly  he  appreciated  the  requirements  and  inte- 
rests of  the  city,  as  well  as  the  convenience  of  the  public, 
is  evident,  from  the  manner  in  which  practical  experi- 
ence has  substantiated  his  opinions  herein  expressed. 

"Philadelphia,  October  12th,  1855. 
J.  M.  GIBSON,  ESQ., 

Chairman  of  Special  Committee  on  City  Passenger  Railroads, 

DEAR  SIR  : — Having  conferred  with  your  committee 
regarding  the  subject  of  City  Passenger  Railroads,  and 
in  company  with  you  visited  lines  for  proposed  routes, 
I  beg  leave  to  offer  a  few  remarks  preparatory  to  your 
report  to  Councils,  that  will  bear  more  especially  upon 
their  usefulness  and  mode  of  construction  than  upon  the 
policy  to  be  adopted  for  their  general  management, 
which,  strictly,  is  the  province  of  your  body. 

As  to  their  general  usefulness,  we  can  take  as  a  pre- 
cedent upon  which  to  base  an  opinion,  the  great  advan- 
tage that  the  present  omnibus  system,  imperfect  as  it  is, 
affords  to  all  classes  of  our  community.  The  rapid 
increase  in  the  number  of  omnibus  lines,  each  yielding 
a  handsome  revenue  upon  the  investment,  proves  con- 


STREET  OR  HORSE-POWER  RAILWAYS.  55 

clusively  the  large  number  benefited ;  and  the  saving  of 
time  to  those  whose  residences  are  at  a  distance  from 
the  business  mart,  as  well  as  the  benefits  accruing  to 
the  merchant  in  rendering  his  store  or  counting-house 
accessible  from  all  sections  of  the  city  without  fatigue 
or  loss  of  valuable  time,  will  secure  the  hearty  co-opera- 
tion to  any  improvements  in  the  present  arrangements 
that  may  be  suggested. 

The  advantage  of  a  railroad  car  over  an  omnibus,  as 
now  used,  is  self-evident,  not  only  to  the  passengers,  but . 
to  those  who  may  reside  upon  the  streets  through  which 
the  route  may  be  located.  The  construction  of  the  cars 
is  such  as  to  afford  the  greatest  comfort  to  passenger^, 
not  only  in  their  ingress  and  egress,  but  while  passing 
to  their  destination — the  width  of  the  car  being  equal 
to  the  distance  from  hub  to  hub  of  an  ordinary  coach. 
The  interior  proportions  will  be  sufficiently  large  to 
avoid  many  discomforts  now  so  justly  complained  of. 

To  the  residents  upon  the  route  one  great  advantage 
will  be  the  relief  from  the  incessant  din  attendant  upon 
the  rapid  transit  of  heavy  coaches,  so  injurious  to  the 
invalid,  and  now  urged  by  many  as  a  serious  objection 
to  living  upon  an  omnibus  route ;  their  rapidity  of  motion 
and  security  will  also  be  at  once  appreciated — moving, 
as  they  can,  more  rapidly,  with  less  noise  and  greater 
safety  than  the  cumbrous  vehicles  that  now,  to  accom- 
modate a  passenger,  or  to  avoid  apparent  danger,  depend 
upon  the  strength  of  the  driver  and  the  willingness  of 
stubborn  horses ;  while  with  a  city  passenger  car,  the 
horses  require  no  lines,  further  than  for  guidance  around 
curves  and  keeping  them  within  the  track ;  the  applica- 
tion of  a  well  arranged  brake  alone  causing,  if  necessary, 


56  A  PRACTICAL  TREATISE  ON 

an  instantaneous  stoppage.  They  are,  therefore,  in 
crowded  thoroughfares  attended  with  much  less  danger 
than  vehicles  of  ordinary  construction  and  similar  motive 
power. 

Their  introduction  will  prevent  the  streets  being,  as 
now,  blocked  by  a  double,  and  frequently  a  treble  row 
of  coaches,  creating  an  intolerable  annoyance  to  the 
business  man,  and  will  afford  to  the  community  greater 
accommodations  in  every  particular  wherein  they  con- 
sider the  present  system  advantageous. 

The  rail  that  I  should  recommend  for  the  use  of  a 
city  track,  as  arriving  at  more  nearly  the  requirements 
than  any  other  in  use,  is  similar,  though  differing  some- 
what in  detail,  to  the  iron  now  laid  at  the  intersection 
of  Third  and  Chestnut  streets  designed  and  placed  there 
some  years  since,  at  the  instigation  of  our  enterprising 
fellow  citizen,  Jesse  Godley,  Esq.  The  constant  use  to 
which  it  has  been  subjected  without  derangement,  placed 
at  the  intersection  of  two  of  the  greatest  thoroughfares 
within  the  limits  of  our  city,  proves  its  value. 

In  differing  from  that  rail  I  should  form  one  unsuited 
for  locomotive  engine  and  train,  by  reducing  the  height 
and  increasing  the  inclination  of  the  wagon-edge,  thereby 
allowing  ordinary  vehicles  to  cross  and  recross,  as  well 
as  diverge  from  its  line  without  fear  of  injury,  at  the 
same  time  offering  sufficient  obstruction  to  the  flange  of 
the  car-wheel,  to  prevent  an  escape  from  the  track, 
unless  by  an  obstacle  purposely  placed  there. 

The  formation  of  the  track  should  be  of  the  usual  plan 
of  cross-tie  and  longitudinal  stringer,  laid  in  ballast  of 
broken  stone  or  coarsely  sifted  gravel;  the  first,  unless 
the  gravel  be  very  coarse  and  entirely  free  from  loam, 
being  preferable  as  affording  stability,  at  the  same  time 


STREET  OR  HORSE-POWER  RAILWAYS.  57 

offering  free  opportunity  for  the  percolation  of  water 
that  would  otherwise  remain  around  and  injuriously 
affect  the  imbedded  timber. 

The  rail-fastening  I  prefer  to  be  made,  notwithstand- 
ing many  objections  have  been  offered,  with  a  clinch 
spike  and  counter  sunk  head,  driven  through  the  bed  of 
the  rail ;  experience  shows  that  they  hold  the  rail  more 
firmly  than  side  spiking,  which  has  but  comparatively 
small  hold  of  the  stringer,  while  the  objection  made,  that 
surface  spiking  permits  water  to  penetrate  the  timber, 
applies  in  both  plans. 

The  gauge  to  be  adopted  is  a  question  worthy  of  much 
consideration,  and  I  should  recommend  that  it  be  made 
to  conform  to  that  of  the  ordinary  carriages  in  use  upon 
our  highways,  notwithstanding  a  combined  rail  would 
be  necessary  in  the  event  of  Third  street  being  selected 
for  a  city  route. 

As  these  roads  will  be  located  and  constructed  for 
specific  purposes  and  not  adapted  for  the  cars  of  freight 
roads,  there  is  no  reason  why  the  old  gauge  of  four  feet 
eight  and  a  half  inches  should  be  retained,  while  a  great 
reduction  in  the  expense  of  maintenance  of  way  will  be 
the  result  of  a  change.  The  old  gauge  is  such  as  to 
allow  vehicles  the  use  of  only  one  wheel  upon  the  rail, 
while  the  other  travels  upon  a  line  formed  by  the  iron 
and  paving,  the  constant  use  of  which  soon  creates  a  rut 
requiring  constant  attention  and  expense  to  keep  in 
repair.  This  is  the  case  even  with  cubical  blocks,  as 
evidenced  on  the  line  of  Third  street. 

For  the  formation  of  a  perfect  track,  cubical  block 
paving  at  the  side  of  the  rail  is  imperative  and  when 
the  street  is  formed  with  cobble  stones,  the  blocks  should 
be  laid  alternate,  long  and  short,  so  as  to  destroy  as 


58  A  PRACTICAL  TREATISE  ON 

much  as  possible  the  line,  which,  would  be  the  nucleus 
of  a  rut. 

By  increasing  the  gauge  to  five  feet  two  inches,  ve- 
hicles traveling  upon  the  track,  will  use  both  rails 
without  injury  to  the  iron  or  pavement,  and  the  wagon- 
edge  of  the  rail  will  offer  no  impediment  to  turning  out, 
should  a  heavy  team  be  overtaken  by  a  car,  and  will 
cause  an  increased  revenue  to  draymen,  carters,  &c,,  by 
enabling  them  to  haul  a  larger  amount  more  expedi- 
tiously  with  the  same  horses. 

The  mere  circumstance  of  having  a  railroad  track 
properly  constructed  upon  a  street,  which  to  many  seems 
an  insuperable  objection,  is,  in  my  opinion,  none  what- 
ever, when  that  track  is  used  solely  by  horse  power. 
One  great  difficulty  regarding  its  introduction,  is  to 
dispel  from  the  minds  of  those  who  are  most  strenuous 
in  their  opposition,  the  idea  of  an  extended  train  of 
heavily  laden  cars,  drawn  at  a  great  and  unmanageable 
velocity  by  steam  power,  or  where  this  extreme  is  not 
reached,  we  have  the  effect  of  the  imperfect  track  on 
Third  street  to  combat ;  but,  the  roads  under  considera- 
tion are  for  the  use  of  the  same  motive  power  as  the 
carriages  for  which  is  claimed  the  exclusive  right  of  the 
highways,  and  offers  less  obstruction  and  danger  than 
an  omnibus  whose  course  is  erratic,  frequently  producing 
a  fractured  axle  or  wheel  when  least  expected. 

The  objection  to  a  single  track  in  the  middle  of  a  fifty 
feet  street,  as  interfering  with  the  requirements  of  ad- 
joining tenements  is  one  which  will  be  waived  so  soon 
as  the  experiment  is  made,  for  in  all  cases  the  carriage* 
way  is  twenty-six  feet  wide,  giving  a  clear  space  on  each 
side  of  the  rails  of  ten  feet  five  inches,  and  of  the  car  in 
passing — which  is  but  momentary — nine  feet  six  inches, 


STREET  OR  HORSE-POWER  RAILWAYS.  59 

sufficient  for  all  household  purposes,  and  offers  no  im- 
pediment to  builders  when  occupying  the  street  with 
materials  of  construction,  as  it  infringes  but  six  inches 
upon  the  distance  from  curb,  now  allowed  them  'by  law. 

The  further  objection,  that  the  passage  of  cars  will 
interfere  with  the  traffic  upon  the  highways  is  equally 
untenable,  as  they  will,  in  fact,  be  advantageous  in 
keeping  the  current  more  perfect ;  for,  should  a  street 
be  occupied  to  its  legal  limits  with  building  materials, 
there  is  but  room  for  the  passage  of  two  vehicles ;  they 
are  therefore  confined  to  specified  tracks  when  there  are 
no  rails,  then  why  not  allow  one  stream  of  carriages  to 
take  the  rails  and  follow  or  precede  the  car — collisions 
would  be  less  frequent  and  the  constant  jams  caused  by 
three  coaches  endeavoring  to  pass  through  a  space  suffi- 
ciently wide  for  two  only,  would  be  prevented. 

The  only  objection  that  has  tenure  is,  that  furniture 
cars  and  drays  will  infringe  upon  the  line  of  rails  when 
backed  to  the  curb.  This  is  by  no  means  serious,  for  it 
is  never  necessary  for  them  to  remain  in  that  position 
so  long  a  time  as  to  seriously  delay  the  car,  if  compelled 
to  wait  even  until  the  load  be  completed  or  delivered. 

With  reference  to  the  location  of  remunerative  routes, 
I  will  omit  remark,  further  than  that  the  business  men 
of  Councils  are  more  capable  of  making  a  judicious 
selection  than  any  others — the  experience  of  a  civil 
engineer  therein  being  necessary  only  so  far  as  their 
applicability  to  grades  suitable  for  the  economical  work- 
ing of  the  road  machinery. 

I  should  at  the  same  time  express  a  hope  that  an  east 
and  west  line  may  receive  from  you  its  due  consideration 
as  equally  useful  for  the  north  and  west  as  the  other  is 
for  the  north  and  south. 


60  A  PRACTICAL  TREATISE  ON 

As  regards  the  policy  that  should  govern  the  con- 
struction of  City  Passenger  Railroads,.  I  am  inclined  to 
the  opinion  that  to  secure  the  true  interests  of  the  city, 
as  well  as  their  proper  management,  they  should  be 
built  and  maintained  by  the  corporation^ — the  city  issu- 
ing a  license  for  each  car  to  companies  who  may  have 
each  the  exclusive  use  of  a  certain  route,  the  company 
to  pay  annually,  an  amount  that  shall  be  an  assessment 
upon  each  passenger  carried,  the  rates  to  be  regulated 
annually  from,  sworn  returns  made  by  the  officers  of  the 
company. 

The  cars  will  then  bear  the  same  relation  to  the  city 
that  the  omnibuses  now  do,  and  will  prevent  incessant 
clashing  between  companies  that  would  otherwise  be 
compelled  to  use  a  portion  of  each  others'  routes ;  it  will 
place  in  the  power  of  the  city  the  means  to  correct 
abuses,  preventing  imposition  upon  its  citizens  and  the 
creating  what  should  be  a  public  benefit,  a  nuisance. 
The  city  will  then  know  where  to  look  for  the  proper 
repair  of  its  highways,  and  not  be,  in  a  measure,  de- 
pendent upon  a  company  of  individuals  whose  only 
interest  will  be  the  amount  of  dividends  realized. 

If  it  is  advisable  (and  I  agree  such  is  the  case)  that 
a  commencement  be  made  at  once,  such  contracts  should 
be  entered  into  with  capitalists  who  seek  the  investment, 
as  will  enable  the  city  to  obtain  the  possession  of  the 
roads  as  soon  as  the  financial  condition  of  its  treasury 
will  permit,  or  whatever  arrangement  to  reach  that 
point  Councils  may  decide  upon. 
Very  respectfully, 

STRICKLAND  KNEASS, 

Chief  Engineer  and  Surveyor. 


STREET  OR  HORSE-POWER  RAILWAYS.  61 

This  plan  was  adopted,  and  has  now  been  in  successful 
operation  more  than  one  year.  The  only  objections 
which  have  been  raised  against  it  are  that  the  flange  of 
the  rail,  forming  an  elevation  of  about  J  of  an  inch, 
retains  water,  dirt,  ice,  &c.,  in  the  trackway,  and  the 
trampling  of  the  horses  tends  to  throw  stones  and  dirt 
outward,  which  becoming  accumulated  on  the  rails, 
entail  a  heavy  expense  to  keep  the  track  clean. 

It  has  been  suggested  that  the  rails  shall  be  reversed, 
by  which  the  higher  level  or  flange  of  rail  will  be  on 
the  inside ;  the  space  between  the  rails  may  then  be 
sufficiently  elevated  above  the  rest  of  the  street  to  allow 
the  surface  water  to  flow  freely  away ;  and  that  if  the 
lower  level  or  tramway  of  the  rail  be  manufactured  an 
inch  wider,  it  will  be  more  convenient  for  vehicles, 
enabling  them  to  cross  the  street  or  turn  out  of  the 
track  with  less  resistance  than  is  now  experienced. 

The  adoption  of  this  plan  will  render  it  necessary  to 
reverse  the  car  wheels,  by  which  the  flanges  will  be  on 
the  outside.  The  objection  which  first  suggests  itself  to 
this  alteration  is,  that  as  the  rails  have  a  tendency  to 
spread,  a  consequent  increased  friction  will  be  produced 
by  the  action  of  the  flange  of  the  wheel  on  that  of  the 
rail. 

On  a  perfect  railroad,  with  perfect  machinery,  the 
slightly  conical  form  given  to  the  periphery  of  the  wheels 
should  be  sufficient  to  preserve  their  parallelism.  The 
flanges  are  intended  to  act  as  guides  in  running  on  curves, 
and  guards  in  cases  of  accidents.  The  causes  which 
would  produce  a  friction  of  the  flange  of  the  wheel  on 
the  side  of  the  rail  are  generally  a  difference  in  diameter 
of  either  of  the  wheels,  obstructions  on  the  rail,  a  de- 


62  A  PRACTICAL  TREATISE  ON 

pression  of  one  rail,  undulations  in  the  track,  and  a 
variety  of  others,  which  arise  in  most  cases  from  neglect. 
Unless  these  causes  are  removed,  the  track  must 
necessarily  spread.  Another  cause  of  spreading  is  the 
trampling  of  the  horses  between  the  rails,  compressing 
the  material,  and  producing  a  similar  effect  to  that  caused 
by  driving  a  wedge ;  this  is  easily  counteracted  by  ordi- 
nary mechanical  appliances. 

It  is  not  a  little  surprising  that  in  London  and  Paris, 
where  so  many  street  improvements  have  been  and  are 
being  continually  introduced,  and  where  sanitary  reform 
prevails,  and  every  other  municipal  regulation  of  street 
discipline  is  so  strictly  enforced,  that  the  old  system  of 
street  locomotion  should  still  be  adhered  to ;  that  where 
spacious  thoroughfares  are  being  laid  out,  and  magnifi- 
cent structures  erected,  their  occupants  should  be  still 
subjected  to  the  numerous  inconveniences  so  effectually 
obviated  by  the  city  railway. 

The  improvements  recently  introduced  in  the  con- 
struction of  the  railway  overcome  all  the  obstacles  which 
formerly  existed,  and  there  is  not  an  argument  that  can 
be  urged  against  the  system  which  cannot  be  satisfac- 
torily combated  by  any  one  conversant  with  its  practical 
operation.  The  increase  of  business  caused  by  increased 
facilities  for  traveling,  increases  the  number  of  employees 
required ;  and  the  magnificent  scale  upon  which  these 
establishments  may  be  conducted  in  Paris  would  provide 
employment  for  thousands  of  officials,  clerks,  conduc- 
tors, mechanics,  drivers,  overseers,  stable-men,  &c.,  and 
produce  to  the  government  a  revenue  which  will  appear 
surprising  and  incredible. 


STREET  OR  HORSE-POWER  RAILWAYS.  63 

MECHANICAL   CONSTRUCTION. 

In  the  prosecution  of  no  new  work  is  activity,  dis- 
patch, and  system  in  the  distribution  of  material  more 
necessary  than  in  that  of  a  street  railway,  where  the 
obstruction  to  travel,  the  temporary  inconvenience  to 
residents  on  the  line  of  the  torn-up  street,  and  consequent 
danger  of  infringing  upon  municipal  ordinances  are  to 
be  constantly  held  in  view.     In  laying  a  railway  track 
through  a  public  street  there  are  many  matters  of  detail 
that  require  particular  attention,  such  as  the  crossing 
of,  or  junction  with  other  tracks,  the  crossing  of  drains 
or  gutters,  and  other  minor  difficulties,  which  in  many 
instances  require  the  exercise  of  some  ingenuity  even 
on  the  part  of  a  practical  engineer. 

The  description  of  material  to  be  used  in  the  construc- 
tion of  a  street  railway,  will  in  some  measure  be  deter- 
mined by  local  circumstances. 

A  great  variety  of  timber  has  been  used  for  cross  ties, 
viz :  white  oak,  chestnut,  yellow  pine  and  white  pine, 
&c.,  hewn  or  sawed,  5x6,  and  varying  in  length  accord- 
ing to  the  width  of  the  track,  extending  at  least  12  inches 
on  both  sides  of  the  track — the  distance  between  the 
cross  ties  varies,  as  in  some  instances  they  are  laid  six 
feet  apart,  in  others  four  feet,  and  if  no  stringer  be  used, 
about  two  feet  apart :  they  should  be  imbedded  in 
trenches  cut  to  receive  them,  and  the  earth  firmly  packed 
and  rammed  around  them,  care  being  always  taken  that 
they  rest  square  and  solid  and  present  even  and  parallel 
surfaces  with  the  line  of  grade. 

The  string  pieces  or  longitudinal  timbers,  which  are 
used  both  to  elevate  and  provide  a  uniform  bearing  for 
the  rail,  may  be  of  Georgia  or  Carolina  yellow  pine,  or 


64  A  PRACTICAL  TREATISE  ON 

where  the  quality  of  this  description  of  timber  is  inferior, 
or  the  price  excessive,  white  pine  may  be  substituted ; 
it  is  usually  cut  in  lengths  varying  from  twenty  to  forty 
feet,  and  of  the  dimensions  required ;  that  commonly 
laid  down  in  streets  has  been  seven  inches,  by  the  width 
of  the  rail;  the  object  in  the  height  of  seven  inches  is, 
so  to  elevate  the  rail  as  to  provide  sufficient  depth  to 
prevent  the  horses'  feet  coming  in  contact  with  and  des- 
troying the  cross  ties;  the  required  depth  will  vary 
according  to  the  material  with  which  the  surface  of  the 
road  is  covered,  but  in  a  pitched  or  paved  roadway  seven 
inches  is  not  too  much,  as  allowing  sufficient  depth  for 
paving  over  the  ties :  the  width  should  be  the  full 
width  of  the  rail,  and  its  surface  planed  and  grooved  to 
fit  the  bottom  shape  of  rail ;  the  joints  should  be  made  by 
a  scarfing  of  about  four  inches  in  length,  reversed  on 
each  half,  and  great  care  always  taken  that  each  joint 
has  an  equal  and  solid  bearing  on  the  square  face  of  the 
cross  tie. 

Various  means  have  been  employed  for  fastening 
the  stringer  to  the  cross  tie;  it  has  been  suggested 
to  notch  the  tie  so  as  to  allow  the  stringer  to  set  in  it, 
but  this  would  result  in  early  decay.  Square  oak  pins, 
iron  bolts  and  spikes  have  been  used,  and  much  difference 
of  opinion  exists  as  to  which  is  most  effective ;  oak  pins 
are  cheapest,  and  they  have  this  advantage,  that  they 
present  no  obstacle  to  spiking  the  iron,  if  in  that  opera- 
tion a  spike  hole  happens  over  a  pin ;  but  there  is  the 
danger  of  their  being  broken  in  driving,  in  which  case 
they  may  be  adzed  off  and  the  cross  tie  allowed  to  remain 
unfastened  to  the  stringer.  A  half  inch  round  wrought 
iron  bolt,  with  a  spike  point  and  slightly  battered  head, 


STREET  OE  HORSE-POWER  RAILWAYS.  $5 

makes  a  fastening  sufficiently  secure  for  the  purpose  re- 
quired. The  annexed  cut,  plate  21,  represents  the  spike, 
bolt  and  pin  which  have  been  separately  used  for  this 
purpose :  the  circle  at  the  end  of  the  pin  represents  the 
size  of  the  hole  which  is  bored  after  the  ties  are  set,  and 
into  which  the  pin  is  driven  through  stringer  and  cross 
tie;  the  sides  of  the  pin  are  hollowed  out  in  order  to  form 
a  draft.  Care  should  always  be  taken  in  removing  earth 
or  digging  trenches  for  the  stringers,  not  to  disturb  the 
soil  below  the  level  of  the  surface  of  the  ties,  as  it  is 
more  solid  in  its  natural  state  and  affords  a  better  bear- 
ing, than  can  be  obtained  by  any  process  of  ramming ; 
but  if  the  soil  is  of  such  a  nature  as  will  not  admit  of 
this  uniformity,  proper  attention  should  be  given  to 
provide  for  the  stringer  an  even  and  uniform  bearing 
with  the  surface  of  the  cross  tie.  The  stringers  should 
be  so  laid  that  the  joint  on  one  side  will  be  about  oppo- 
site the  middle  of  the  piece  on  the  other  side. 

Cast-iron  knees,  or  angle-chairs,  are  sometimes  neces- 
sary to  prevent  the  track  from  spreading.  These  vary 
in  weight  from  two  to  ten  pounds.  They  are  spiked  on 
each  side  of  the  track  to  the  stringer,  and  to  every  tie? 
or  alternate  tie  as  may  be  deemed  expedient.  The  first 
spike  should  be  always  driven  into  the  stringer,, — thus 
the  danger  of  separating  it  from  the  cross-tie  will  be 
lessened. 

The  chief  item  in  the  cost  of  material  is  the  iron ; 
and  it  will  be  seen  by  reference  to  the  accompanying 
drawings,  how  many  patterns  have  been  in  use  during 
the  short  time  that  street  railways  have  been  estab- 
lished. Cast-iron  rails  have  been  used ;  but  these  are 


66  A  PRACTICAL  TREATISE  ON 

being  taken  up  on  account  of  their  inefficiency,  and 
rolled  iron  substituted. 

The  Cambridge  Kailroad,  Boston,  was  originally  built 
with  rolled  iron,  weighing  64  Ibs.  per  yard,  of  the  most 
approved  pattern  on  any  of  the  New  York  street  roads, 
and  was  selected,  from  the  many  in  use  there,  by  the 
Mayor  and  Aldermen  of  Boston  and  Cambridge,  and  by 
them  ordered  by  vote  to  be  used  on  this  road.  No  cast 
iron  rails  had,  up  to  that  time,  been  used  on  any  street 
road  in  New  York.  They  have  since  been  used  by  this 
company,  as  a  matter  of  experiment  merely,  on  their 
short  curves — on  the  draw  of  the  West  Boston  Bridge, 
and  for  a  turnout  on  the  North  Avenue  Branch — but 
with  the  exception  of  those  used  on  the  curves,  the  cast 
rails  have  not  worked  as  satisfactorily  as  could  be 
desired,  and  will  not  be  used  hereafter. 

The  form  of  rail  which  has  given  the  most  general 
satisfaction  is  that  in  use  in  Philadelphia,  which  is 
five  inches  wide;  and,  if  the  width  of  the  tramway 
were  increased  one  inch,  it  would  be  found  to  afford  in- 
creased facilities  for  ordinary  vehicles.  The  iron  should 
be  of  the  best  quality  of  iron  manufactured  for  railroad 
purposes,  perfectly  straight,  and  free  from  warp  or  twist, 
and  of  a  uniform  thickness  throughout.  The  bars  should 
be  in  lengths  of  twenty-four  feet,  and  cut  square  at  the 
ends;  they  should  be  punched  with  countersunk  holes, 
in  the  centre  of  the  rail,  at  intervals  of  two  feet,  and 
at  about  two  inches  from  their  ends. 

The  joints  of  all  the  rails  should  rest  on  a  plate  of 
boiler  iron,  quarter  of  an  inch  thick,  imbedded  in  the 
stringers,  and  punched  with  two  holes  to  correspond 
with  the  spike-holes  at  the  ends  of  the  rails — care  being 


STREET  OR  HORSE-POWER  RAILWAYS.  67 

always  taken  that  the  joint  of  the  iron  does  not  happen 
over  the  joint  of  the  stringer. 

The  rails  should  be  spiked  at  every  hole  of  intervals 
of  two  feet ;  the  head  of  the  spike  corresponding  to  the 
countersink  in  the  rail, — a  wrought-iron,  flat-headed, 
clinch  spike,  six  inches  long,  weighing  six  ounces, 
with  a  larger  spike  at  the  joints,  will  be  found  suf- 
ficient to  hold  the  iron  steady. 

In  crossing  the  joints  of  intersecting  tracks  much  in- 
convenience has  been  experienced  by  the  jar  and  conse- 
quent wear  and  tear  of  cars ;  this  difficulty  has  been 
entirely  obviated  by  the  improved  "frog,"  see  plate  20, 
for  which  a  patent  has  been  issued.  The  idea  being,  to 
carry  the  car  across  the  opening  of  about  two  inches  by 
allowing  the  flange  of  the  wheel  to  run  upon  the  chilled 
surface  in  throat  of  "  frog"  without  affecting  the  surface 
of  rail. 

In  surfacing,  let  great  care  be  observed  that  an  even 
bearing  be  always  rammed  under  any  tie  which  may 
have  been  raised,  or  this  portion  of  the  track  will  again 
be  depressed  so  soon  as  a  load  is  placed  upon  the  rail. 

The  material  with  which  the  road-bed  between  the 
tracks  will  be  filled  up,  will  depend,  of  course,  upon 
local  circumstances.  Plank,  gravel,  block,  wood,  brick, 
cast  iron,  concrete,  paving  stones,  and  many  other  may 
be  used,  but  it  should  always  be  borne  in  mind  that  the 
desideratum  is  to  construct  such  a  surface  as  will  be 
sufficiently  rough  to  give  the  horses  a  secure  foothold, 
but  not  so  much  so  as  to  injure  their  feet, — and  herein 
the  interests  of  the  railway  company  and  the  public  are 
identical.  In  filling  up  the  horse-way  all  sods  and  veg- 
etable matter  should  be  carefully  excluded,  and  large 


68  A  PRACTICAL  TREATISE  ON 

stones  should  be  broken;  the  earth  should  be  well 
packed  as  it  is  thrown  in,  and  the  surface  so  formed  as 
to  be  impermeable,  and  act  as  a  roof  to  the  portion 
which  it  covers.  In  filling  up  a  track  on  a  paved 
street,  it  is  desirable  to  lay  for  nine  or  twelve  inches  on 
the  outside  of  each  rail,  large  flat  paving-stones,  to  pre- 
vent the  track  spreading. 


69. 


PL .  Ill . 


GROUND  PLAN  a  SECTION  OF  SUPERSTRUCTURE 


STREET  RAILWAYS 

see  filtltfXV/for£jL  szz&jtadtern  of  rail 


L"J    f 


S-caie  2  uich  to  one  wot . 

Oo«UIatkoorcmiier .  3 1 1  IVaJuut  S*   P-ii. 


70 


PL.  IV. 


> 

z 

« 

u 

o 

o 

* 
* 

u 

Ui 


3 


_ 

J 


13 

o 


I 


I--V.-&" 


11. 


PL.V. 


PL.VI 


ft 

CQ 


V 

B 

pq 


o 

I 


73 


PLVII. 


PL.  ix. 


k 


PLX. 


76 


77 


PL.XI. 


w 

Q 

CL 


PL.  XI I. 


78 


J 

2 
fig 


UJ       v< 

M 

li 

5  * 

irf    Js 
Q      ^ 


CL 


13 
o 

pq 


JP 


PL.  Kill. 


I 

CO 


PL.X/V. 


1 

& 

00 


OS 

fi 

^ 

i 

Q 

££|i 

i 

u 

£ 
© 

Si 

I-'- 


_ 

H 

rl 


•- 


81 


PL.XV. 


I 
1 
£ 


'\ 

FH 


- 


._-; 


85 


/>LXIX 


O 

Q 


o 
a. 
o 


r  q 


PL  XX 


PLAN  OF  CROSSING  PLATE  OR  FROG 

introduced 
ty  STRICKLAND  KXNAKS  KSO7' 

Jtoad- 


LitkofWEoell  311  ¥cGnu:tSE?lnl? 


PLXX/ 


PIN, SPIKES  &BOLT 


V  !  1 


1-5 


S~ 

i 


J 


« 


ittofWBoeil 


n 

.j 

C 

GROUND    PLAN  &SECTION 

OF 

PHILADELPHIA  STREET  RAILWAY 

ad< 

>>/ilt'f/  hi/  Strickland  Knen 

\ 

v.v/.Vy.7" 

"Xv 

j! 

I 

K 

X 

«* 

n 
V 

.  >, 

I*5 

•^s 

P 

•t2H 

i^ 

0  1  ,-,-^---.  :                           j 

1 

i_ 

U; 

r  -  Q 

O<(t1t/('  >J   2  % 

m 

^ 
-^ 

X 

\ 

PL, 

(h*(iss*Tie   5*6 

.".;.'• 

• 

' 

1 



S 

i 

• 

a 

J--  -I 

^c~2[ 

£_ 

^*     " 

3 

uLhaf  W'Boeli  3  1  \  ¥ahw.t  8^-  PWlad1 

^ 

:  * 


PLXX/ff 


90 


PL.  XX II I  I 


I 


1!    fcr. 


n 
id 


STREET  OR  HORSE-POWER  RAILWAYS.  91 


CHAPTER  IV. 

After  it  has  been  resolved  to  construct  a  railway,  it 
is  necessary  to  obtain  the  support  of  competent  persons, 
whose  business  habits  and  local  importance  will  enable 
them  to  conciliate  opposition,  secure  Legislative  influ- 
ence, and  to  obtain  authority  to  incorporate  a  Company 
for  its  construction. 

The  General  Assembly  of  Pennsylvania,  in  granting 
such  official  act  or  charter,  concedes  to  any  five  or 
more  of  the  commissioners  named  therein,  full  power 
to  open  books  and  receive  subscriptions  to  the  capital 
stock  of  such  company,  where  and  when  they  may 
deem  fit ;  where  any  two  or  more  of  them,  after  having 
given  due  public  notice  thereof,  shall  attend,  and  fur* 
nish  to  all  persons  duly  qualified,  who  shall  offer  to 
subscribe,  an  opportunity  of  so  doing;  the  books  to  be 
kept  open  six  hours  a  day  for  three  days ;  no  subscrip- 
tion being  valid  unless  the  party,  at  the  time  of  sub- 
scribing, shall  pay  five  dollars  on  each  share.  When 
ten  per  cent,  of  the  capital  stock  shall  be  thus  sub- 
scribed, the  acting  commissioners  certifying  to  such  fact; 
the  Governor  of  the  State  will,  by  letters  patent,  con- 
stitute the  subscribers  a  body  corporate,  under  the  title 
designated  by  the  special  Act  of  Assembly. 

After  having  obtained  letters  patent,  the  commission- 
ers are  required  to  appoint  a  meeting  of  the  subscribers 


92  A  PRACTICAL  TREATISE  ON 

or  stockholders  to  organize  the  company,  who  shall 
elect,  by  a  majority  of  the  votes  present,  a  President 
and  Directors,  to  conduct  and  manage  the  affairs  of  the 
company. 

It  is  of  great  importance  that  the  election  should  de- 
volve upon  men  of  the  highest  business  talent,  having 
a  pecuniary  interest  at  stake  in  the  prosperity  of  the 
road,  with  such  a  position  in  society  as  shall  place  their 
conduct  as  far  as  possible  above  impugnment. 

The  directors  of  street  railways  are  usually  entirely 
ignorant  of  the  details  of  the  matters  over  which  they 
have  authority;  and  even  if  it  were  otherwise,  they 
could  not  personally  superintend  the  works  under  their 
charge.  The  purchase  of  material  not  unfrequently 
excites  some  feeling  in  the  board ;  as  seats  have  been 
secured  in  railway  directories  that  the  parties  holding 
them  might  serve  those  with  whom  they  were  con- 
nected. Experience  has  proved,  that  it  is  best  in  every 
respect  to  let  the  formation  of  the  line  and  purchase  of 
material  to  contractors,  who  engage  to  complete  the 
work,  according  to  certain  specifications,  at  a  stipulated 
price  per  mile ;  and  to  appoint  a  competent  engineer  to 
take  general  charge  and  be  responsible  for  the  construc- 
tion. 

The  practice  of  misapplying  capital  for  the  payment 
of  dividends,  and  the  charging  of  current  expenses  to 
the  account  of  capital,  cannot  be  too  strongly  con- 
demned. Cases  have  occurred  where  the  future  profit- 
able working  of  roads  has  been  endangered  for  years 
under  this  system, — which,  however  suitable  it  may  be 
for  the  convenience  of  speculators,  is  fatal  to  the  inte- 
rests of  those  who  invest  permanently.  The  practice 


STREET  OR  HORSE-POWER  RAILWAYS.  93 

usually  adopted  to  guard  against  this  and  similar 
abuses,  is  to  open  the  accounts  to  the  periodical  inspec- 
tion of  shareholders ;  but  its  advantages  are  illusory, — 
for  to  thoroughly  understand  the  complicated  accounts 
of  a  railway,  requires  a  thorough  knowledge  of  the  sys- 
tem in  which  they  are  kept,  and  an  elaborate  examina- 
tion, which  is  a  work  of  time,  but  all  of  which  is  sus- 
ceptible of  being  simplified. 

The  treasurer  should  make  up,  once  in  three  months, 
a  blank  form  of  report,  showing  the  condition  of  the 
company's  affairs,  finance,  and  business ;  and  this,  not 
by  any  process  of  calculation  of  what  might  have  been, 
or  what  it  may  be  estimated  will  be ;  but  from  actual 
receipts  and  expenses  let  the  exact  profit  be  ascertained, 
the  amount  carried  to  profit  and  loss  account,  and  all 
the  expense  accounts  closed  ready  for  another  quarter's 
business.  Let  each  director  be  supplied  with  a  copy  of 
such  report,  as  is  done  on  the  Union  Railway,  Boston, 
where  the  practice  originated,  and  which — under  the 
charge  of  its  efficient  officers — is  productive  of  the  most 
beneficial  results. 

Managers  of  railways  have  had  under  consideration 
many  plans  by  which  to  secure  to  the  company  all 
the  money  received  by  the  conductors ;  the  index, 
the  spy,  arid  the  ticket  system  have  each  in  their  turn 
been  adopted :  where  the  latter  has  been  systematically 
carried  out,  it  has  to  a  great  extent  conduced  to  the 
benefit  of  the  company,  but  a  certain  amount  of  cash 
fares  must  inevitably  be  received  by  the  conductor,  and 
it  is  generally  conceded  that  the  interests  of  the  company 
demand  that  the  conductor  shall  be  selected  with  especial 
reference  to  previous  character ;  and  on  some  roads  he 


94  A  PRACTICAL  TREATISE  ON 

is  required  to  get  two  persons  known  to  the  officers  of 
the  company  to  come  forward  and  sign  bonds  for  $500 
for  his  faithfulness  and  honesty ;  the  experience  of  the 
companies  who  have  adopted  this  plan  is  that  they  have 
as  good  conductors  as  can  be  found,  and  that  instances 
of  dishonesty  are  very  rare. 

In  the  equipment  of  a  railway,  it  will  be  true  economy 
to  provide  ample  means  without  extravagance :  and  in 
its  practical  management,  to  give  adequate  remuneration 
to  competent  officers  and  employees,  without  prodigality 
and  without  parsimony. 

Let  the  purchase  of  equipment  be  guided  by  a  ju- 
dicious consideration  of  the  local  requirements  of  the 
business,  instead  of  blindly  following  the  custom  adopted 
by  other  companies.  In  the  construction  of  cars,  the 
proportion  of  the  paying  weight  to  the  dead  weight, 
although  in  some  instances  is  not  excessive,  in  many 
others  is  succeptible  of  material  modification  and 
economy. 

The  two  horse  cars  now  in  use  weigh  about  two  tons, 
and  accommodate  twenty  passengers,  although  their 
capacity  is  much  greater.  If  the  time  table  is  judi- 
ciously arranged  and  a  correct  tabular  return  made  of 
the  number  of  passengers  who  travel  at  certain  hours, 
it  will  be  found  that  there  is  an  increased  travel  during 
certain  portions  of  the  day,  and  that  although  the  larger 
.cars  may  be  indispensable  for  the  heavy  travel,  the 
whole  business  of  the  intervening  hours  may  be  easily 
accommodated  by  the  interspersion  of  light  one  horse 
cars,  requiring  but  half  the  complement  of  men  and 
horses.  Under  this  arrangement,  a  road  which  employs 
constantly  sixty,  two  horse  cars  may  accommodate  an 


STREET  OR  HORSE-POWER  RAILWAYS.  95 

equal  number  of  passengers,  at ;  an  annual  saving  of 
$40,000  in  the  accounts  of  wages  and  horse  keep,  inde- 
pendent of  a  large  saving  of  interest  and  cost  for  main- 
tenance of  way.  This  system  has  been  introduced  very 
successfully  on  the  Sixth  Avenue  Kailway,  New  York, 
and  in  other  lines  the  example  may  be  followed  with 
corresponding  benefit. 

The  cars  as  now  constructed  are  not  adapted  to  the 
summer  travel,  being  unnecessarily  heavy,  and  too  close 
when  filled  with  passengers.  If  the  roof  and  sides,  to 
the  bottom  of  the  windows,  were  removed  and  a  light 
awning  supported  by  gas  pipes,  substituted,  with  wire 
work  for  the  back  and  seats  instead  of  the  heavy  wood 
work  now  in  use  :  a  new  style  of  car  would  be  introduced? 
the  weight  of  which,  with  lighter  wheels,  may  be  reduced 
2,000  Ibs.  Its  capacity  would  be  equal  to  that  of  the 
present  car,  and  it  would  afford  better  accommodation, 
whilst  its  economy  of  motive  power  would  be  equal  to 
that  required  to  haul  a  constant  load  of  fourteen  passen- 
gers. 

The  economy  of  the  light  car  may  be  estimated  thus: 
A  railway  whose  length  is  five  miles  runs  thirty  cars, 
and  each  car  performs  fourteen  half  trips  daily,  carrying 
fourteen  passengers  each  way,  (the  number  equal  to  the 
dead  weight  of  car,)  suppose  the  actual  cost  of  motive 
power  alone  for  carrying  each  passenger  be  estimated  at 
two  cents  the  half  trip,  then  30  x  14  x  14  x  2  =  $117  60, 
the  actual  cost  per  day  of  motive  power  alone  for  hauling 
excess  of  weight  of  cars.  This  'subject  is  worthy  the 
attention  of  the  managers  of  railways,  and  particularly 
those  whose  principal  business  is  comprised  of  excursion 
parties,  &c.,  in  the  summer  season.  The  cars  should  be 


96  A  PRACTICAL  TREATISE  ON 

constantly  and  minutely  examined,  and  any  imperfection 
should  be  immediately  repaired. 

Extraordinary  care  and  vigilance  in  the  management 
of  the  horses  will  result  in  corresponding  advantages. 
The  stables  should  be  well  ventilated  and  drained,  and 
be  kept  constantly  clean :  regularity  in  food  and  work 
is  strongly  recommended,.  On  the  Sixth  Avenue  Rail- 
way, .New  York,  of  three  hundred  and  ninety- three 
horses  and  mules,  only  three  were  lost  (and  these  by 
accident)  in  one  year,  and  eighty  of  this  number  have 
been  in  the  service  of  the  company,  day  and  night,  for 
six  years.  Mules  and  small  (Canadian  horses  are  re- 
commended as  being  more  hardy,  surer-footed,  and  less 
liable  to  casualties.  The  system  of  grinding  all  feed 
has  been  generally  adopted :  the  hay  is  cut  by  horse 
power.  In  the  best-managed  stables,  eight  pounds  of 
hay  with  thirteen  pounds  of  corn  and  oats,  ground,  is 
the  daily  allowance  for  each  horse. 

The  old  method  of  making  horse-shoes  is  being  super- 
seded by  machinery,  and  they  are  now  manufactured 
and  sold  at  a  slight  advance  on  the  cost  of  iron, — 
amounting  to  less  than  that  generally  allowed  in 
blacksmiths'  shops,  for  wastage. 

From  the  time  a  road  is  finished,  proper  care  should 
be  taken  to  keep  it  up  in  good  condition ;  and  upon  the 
proper  attention  paid  to  this,  will  depend,  in  a  great 
measure,  the  ultimate  cost  of  repairs.  For  this  pur- 
pose an  intelligent  foreman,  with  sufficient  assistance, 
should  be  permanently  employed;  ditches  should  be 
constantly  cleaned,  but  without  being  widened  or  deep- 
ened ;  the  horse-way  should  be  kept  free  from  standing 
water ;  depressions  in  the  rail,  however  slight,  must  be 


STREET  OR  HORSE-POWER  RAILWAYS.  97 

raised  from  the  foundation,  and  the  greatest  care  taken 
that  the  track  is  always  accurately  gauged. 

The  durability  of  rails  is  dependent,  mainly,  on  the 
amount  of  traffic  upon  them ;  and  on  street  rails,  the 
continued  action  of  the  brake  and  sand  and  dirt,  so  lia- 
ble to  accumulate,  have  a  very  injurious  effect:  this 
latter  difficulty  may  be  partially  overcome  by  placing 
a  small  broom  in  front  of  each  wheel,  and  an  economy 
of  motive  power  thereby  effected. 

It  is  difficult  to  estimate  the  duration  of  cross-ties,  as 
this  will  depend  not  upon  the  amount  of  work  done  on 
the  road,  but  upon  the  quality  of  the  timber  and  the 
vicissitudes  of  moisture  and  temperature  to  which  they 
may  be  exposed.  It  is  the  result  of  experience  that  the 
superstructure  of  a  railway  does  not  decay  and  wear 
uniformly, — that  some  portions  require  to  be  replaced 
from  year  to  year,  whilst  others  remain  perfect  for  six, 
seven,  or  eight  years ;  and  in  the  course  of  eight  or  nine 
years,  under  a  judicious  system  of  repairs,  the  whflle  of 
the  timber  will  have  been  replaced. 

In  establishing  rates  of  fare  on  suburban  roads  some 
difficulty  is  at  first  experienced ;  on  these  roads  the 
ticket  system,  when  properly  conducted,  will  be  found 
productive  of  great  advantages,  and  invariably,  to  please 
the  passengers  who  form  the  permanent  travel.  Cards 
explaining  the  rates  of  way-fares,  defining  with  distinct- 
ness the  points  designated,  should  be  conspicuously 
posted  in  the  waiting-rooms  and  cars.  The  following  is 
a  eopy  of  The  Union  Kailway  Company's  rates  of  fare, 
with  the  reduction  made  in  the  sale  of  tickets,  which, 
however,  are  only  sold  in  strips  of  one  or  two  dol- 
lars' worth  : — 


98  A  PRACTICAL  TREATISE  ON 

3.ATES  OF  FARE. 

FOR  convenience  in  determining  the  Rates  of  Fare  upon  the  Cam- 

bridge, Waltham,  and  Watertown,  and  Newton  Railroads,  the  vari- 

ous portions  of  each  of  the  roads  will  hereafter  be  known  by  the 

following  names  :  — 
Boston  —  From  Bowdoin  Square  to  the  j  unction  of  the  East  Cambridge 

road  at  Court  street. 
Cambridgeport  —  From  Court  street  to  Dana  street,  and  from  the  junc- 

tion of  Main  and  River  streets  to  the  centre  of  the  draw  on  the 

bridge  leading  to  Brighton. 
Cambridge  —  From  Dana  street  to  Harvard  Square,  from  thenee  to 

Fayerweather  street  on  the  Mount  Auburn  road,  and  from  Harvard 

Square  to  the  terminus  of  the  North  Avenue  Branch. 
Mount  Auburn  —  From  Fayerweather  street  to  the  terminus  of  the 

Cambridge  Railroad  at  the  bridge. 
Watertown  —  From  the  Railroad  bridge  to  the  terminus  of  the  road  in 

Watertown  centre. 
Union  Square  —  From  the  centre  of  the  draw  on  the  bridge  to  Union 

Hall. 

Cattle  Fair  —  From  Union  Hall  to  Foster  street. 
Brighton  —  From  Foster  street  to  the  terminus  of  the  Newton  Rail- 


RATES   OF   CASH   FARE. 

Cash.     Tickets. 
Between  any  point  in  Boston  and  Court  street,  Cambridgeport, 

or  East  Cambridge,         -  -     5  cts.     None. 

"   .  "  and  Cambridgeport,  above  Court 


street,     -            «ry    ,r^-..;  , 

-  10  " 

16 

"                and  Cambridge, 

-  10" 

12 

"                and  Mount  Auburu,       :  "^  • 

-  15  « 

10 

"                and  Watertown,     -         }# 

-  15  « 

8 

11                and  Union  Square, 

-  10  « 

25 

"                and  Cattle  Fair,     - 

-  15  » 

10 

"                and  Brighton,    ;  '>V* 

-  15  " 

8 

WAY   FARE. 

^     ,                      .              -              -              -     . 

•'.-'• 

- 

In  Boston,  &  *  5  cts. 

Between  Cambridgeport  and  any  point  in  Cambridge,  -  (.  .^-  5  " 

"  «'  and  any  point  in  Brighton,  -  »..*  -  6  " 

"  "  and  any  point  in  Mount  Auburn,  -  -  10  " 

"  "  and  any  point  in  Watertown,  -  -  12  " 

"  the  junction  at  Court  street  and  any  point  in  East  Cambridge,  3  " 


STREET  OE  HORSE-POWER  RAILWAYS.  99 

CHILDREN,    BETWEEN   FOUR  AND   TWELVE   YEARS   OP   AGE. 

Between  Boston  and  any  point  in  Cambridgeport  and  Cambridge,        -      5  cts. 
"  "       and  any  point  in  Mount  Auburn,         -  $   " 

"  "      and  any  point  in  Water-town,  -  -     10   " 

"  "       and  any  point  in  Brighton,     :  «s  ,        -  -     10   " 

Local  Fare,      -x>.  .  -      3   " 

In  no  case  whatever  will  passengers  be  permitted  to  ride  in  one  car, 
and  then  leave  the  car  and  continue  on  to  their  final  destination  in  the 
next  or  any  succeeding  car,  without  paying  IN  EACH  CAR  full  fare  for 
the  distance  traveled  in  that  car  according  to  the  above  schedule  of  rates. 
Baggage.— An  additional  fare  will  be  charged  for  each  trunk,  box, 
or  other  parcel. 

The  number  of  employees,  and  their  classification,  on 
a  railway,  whose  equipment  consists  of  thirty-five  cars 
and  two  hundred  and  fifty-one  horses,  is  as  follows : — 

President,  -  1  Drivers,  -  -  -    28 

Treasurer,  -  1  Mechanics  in  Car-shop,   -       3 

Superintendent,  -  -  1  Harness-maker,  -  1 

Treasurer's  Clerk,  -  1  Blacksmiths,  -  -       9 

Superintendent's  Clerk,  -  1  Watchmen,  -  5 

Overseers  of  Stables,  -  4  Hostlers,  -  -24 

Conductors,  -  29  Switchmen,  -  7 

Starters,              -  -  2  Koadmen, .  -      ,7 

Persons  regularly  employed,  -  -  -  -  124 

In  the  appointment  of  officers  and  employees  great 
care  should  be  taken  to  select  those  only  who  can  esta- 
blish their  merit  upon  undisputed  qualifications, — the 
proof  of  which  does  not  always  exist  in  the  long  list  of 
signatures  appended  to  an  application. 

It  is  of  vital  importance  that  the  superintendent 
should  be  a  man  of  high  moral  character,  decisive  and 
energetic  :  an  extensive  discretionary  power  should  be 
allowed  him.  The  salary  should  be  so  apportioned  as 
to  secure  the  desired  qualifications. 

The  whole  operative  department  should  be  under  the 


100  A  PRACTICAL  TREATISE  ON  ".  't 

control  of  the  superintendent,  who  will  be  responsible 
for  the  safe  and  regular  transportation  of  passengers, 
make  daily  returns  to  the  treasurer  of  all  moneys  re- 
ceived, and  other  duties  more  fully  explained  in  the 
by-laws  which  may  be  adopted.  Every  possible  pre- 
caution should  be  taken  for  the  prevention  of  accidents, 
by  establishing  rules  applicable  to  the  duties  required, 
and  enforcing  a  strict  observance  of  them.  The  follow- 
ing list  of  accidents  on  various  roads  is  given,  as  show- 
ing the  causes  from  which  they  most  generally  arise. 

On  one  road  the  number  of  passengers  carried  in  one 
year  being  over  eight  millions,  only  five  sustained  per- 
sonal injury — three  by  jumping  off  while  the  car  was  in 
motion;  one  by  sitting  on  the  steps  of  the  car  when 
crossing  the  trench  of  a  sewer,  and  one  by  collision  with 
a  hook  and  ladder  truck,  while  standing  on  the  front 
platform. 

Two  children,  who  ran  under  the  horses,  were  knocked 
down  and  injured. 

One  man  found  lying  on  the  track  in  the  night  time, 
intoxicated,  was  killed;  and  another,  under  the  same 
circumstances,  lost  his  arm. 

One  man,  doubtless  intoxicated,  threw  himself  under 
the  horses,  and  was  killed. 

A  strict  investigation  was  made  in  each  of  these  cases, 
and  resulted  in  exonerating  the  employees  of  the  com- 
pany from  all  blame. 

A  passenger  on  Hamilton  Avenue  car  got  off  on  ac- 
count of  cold  feet,  and  ran  along  side,  holding  on  to  the 
guard.  Was  warned  by  the  driver  of  the  danger,  but 
persisted.  His  foot  slipped  and  was  caught  by  the  wheel 
and  crushed.  The  passenger  admitted  that  he  alone 
was  to  blame. 


'      STREET  OR  HORSE-POWER  RAILWAYS.  1Q1 

A  passenger  on  car  17,  fell  off  the  front  platform,  at 
the  corner  of  Myrtle  and  Carlton  Avenues^  and  before 
the  car  could  be  stopped,  the  wheel  passed  over  his  leg. 
Was  taken  to  the  hospital,  where  he  died.  Verdict  of 
coroner's  jury,  "Died  from  injuries  received  by  acci- 
dentally falling  from  and  being  rim  over  by  car  17." 

A  boy,  two  years  old,  was  run  over  by  car  75,  and 
died  from  the  injuries  received.  The  child  ran  directly 
under  the  horses.  The  car  was  going  slow  and  was 
stopped  as  soon  as  possible.  The  coroner's  jury  exone- 
rated the  conductor  and  driver  from  blame. 

A  child,  six  years  old,  ran  suddenly  from  behind 
another  car  directly  against  the  hind  leg  of  one  of  the 
horses  of  car  No.  30,  near  the  corner  of  Fulton  avenue 
and  Smith  street,  was  run  over  and  killed.  Verdict  of 
coroner's  jury,  "Accidentally  killed." 

A  boy,  nine  years  old,  a  passenger  on  car  43,  jumped 
off  the  forward  platform  and  fell.  The  wheel  passed 
over  his  arm,  crushing  it  badly. 

A  boy,  seven  years  old,  was  run  over  and  killed  by 
one  of  two  vacant  cars  which  were  being  taken  to  the 
repair  shop,  at  the  corner  of  Sands  street  and  Hudson 
avenue,  but  in  what  manner  is  not  known,  as  no  person 
saw  it,  and  the  driver  had  no  knowledge  of  the  trans- 
action. It  was  about  8  o'clock  P.  M.  Verdict  of  the 
coroner's  jury,  "accidental  death."  The  father  of  the 
boy  was  present  and  acquitted  the  company  from  blame. 

A  boy,  run  over  at  Fifty-fourth  street — injured  in  leg 
by  wheel.  Since  recovered. 

A  man  lying  on  the  track  at  Forty-third  street — run 
over  by  front  wheel — sent  to  hospital  and  arm  amputated. 
Intoxicated. 


102  A  PRACTICAL  TREATISE  ON 

-j,,  A  man,  in  jumping  off  the  car  in  Division  street,  fell 
and  wheel  passed  over  his  foot. 

A  man  was  run  over  by  a  car  at  1  A.  M.,  at  Fifty- 
sixth  street.  He  was  grossly  intoxicated,  and  was  lying 
in  the  track ;  it  being  very  dark  was  not  seen  by  driver 
— had  been  taken  from  the  track  a  short  time  previous 
— sent  to  hospital,  where  he  died  from  the  injuries  he 
received. 

A  man,  while  in  a  state  of  intoxication,  in  attempting 
to  get  on  a  car  at  Sixty-fifth  street,  fell  under  the  horses 
and  was  run  over  by  the  cars.  He  died  in  five  minutes. 

A  young  man  about  twenty  years  of  age,  (intoxicated) 
attempted  to  step  from  the  forward  platform  of  a  car 
when  in  motion,  near  Porters,  on  Washington  street, 
lost  his  balance  and  fell.  One  of  the  wheels  of  the  car 
passed  over  his  leg,  crushing  the  bones.  He  was  taken 
to  the  hospital,  and  the  limb  was  amputated  the  next 
day.  He  died  the  following  day. 

A  boy  ten  years  of  age,  was  instantly  killed  by  being 
run  over  by  a  Mt.  Pleasant  car,  near  Dover  street. 

An  intoxicated  man  was  run  over  by  a  car  on  "Wash- 
ington, near  Springfield  street — hand  slightly  injured. 

A  boy  about  eight  years  of  age,  ran  from  the  rear  of 
an  inward  bound  car,  directly  under  the  horses  of  an 
outward  bound  car,  was  run  over  and  somewhat  injured. 

A  man  attempted  to  alight  from  the  forward  platform 
of  a  car  when  in  motion,  was  knocked  down  by  the 
corner  of  the  car  and  had  his  foot  crushed  by  the  wheel. 

A  child  was  knocked  down  by  the  horses  of  a  car  on 
Tremont  street.  No  serious  injury. 

A  blacksmith,  in  the  employment  of  the  company, 
stepped  from  the  forward  platform  of  a  car  while  in 
motion,  and  in  falling,  injured  his  arm. 


APPENDIX, 


The  duties  of  Conductors  and  Drivers  cannot  be  too 
plainly  worded,  and  should  be  always  strictly  enforced. 
A  printed  copy  should  be  posted  in  a  conspicuous  place 
in  each  Car :  the  following,  it  is  believed,  combine  all 
that  can  be  necessary. 


RULES  AND  REGULATIONS  FOR  CONDUCTORS, 

ADOPTED   BY   THE   UNION   RAILWAY   COMPANY,    BOSTON. 

1.  You  will  not  be  allowed  on  duty  without  the  Official  badge. 

2.  The  Driver  and  car  will  be  under  your  direction  while  on  duty. 

3.  You  will  be  particular  to  start  on  time,  and  keep  so;  as  near  as 
possible. 

4.  Your  watch  must  be  kept  exact  with  the  clock  at  the  Superinten- 
dent's Office. 

5.  You  must  be  in  readiness  to  render  the  Driver  assistance  in  all 
places  where  it  is  necessary  to  detach  the  horses  from  the  car;  and 
not  allow  the  car  to  move  unless  you  are  at  the  brake  on  the  front 
platform. 

6.  Extra  cars  must  be  kept  out  of  the  way  of  all  Regular  cars. 

6 


104  A  PRACTICAL  TREATISE  ON 

7.  You  will  request  passengers  to  get  off  and  on  the  car  at  the  rear 
end,  and  on  the  side  nearest  the  sidewalk,  to  prevent  accidents. 

8.  You  must  be  particular  and  not  start  your  car  until  a  passenger 
is  fairly  received  or  landed. 

9.  You  will  be  civil  and  attentive  to  passengers, — giving  proper 
assistance  to  ladies  and  children. 

10.  All  accidents  and  collisions  must  be  reported  immediately  on 
arrival  at  the  Office,  with  names  and  residences  of  persons  witnessing 
the  same.     If  any  are  injured,  render  all  the  assistance  possible. 

11.  You  will  be  held  responsible  for  any  misconduct  or  carelessness 
of  your  Driver  while  on  Duty,  unless  reported  immediately  at  the 
Office. 

12.  The  Driver  will  depend  entirely  upon  the  bell  as  a  signal  for 
starting j  and  he  will  not  be  allowed  to  start  without  such  "SIGNAL." 

13.  You  will  not  allow  any  smoking  in  the  car  or  upon  the  plat- 
forms. 

14.  All  obstructions  upon  the  track,  such  as  broken  wagons,  sleds, 
sleighs,  &c.,  must  be  reported  to  the  nearest  agent  of  the  road  as  soon 
as  possible ;  also  at  the  Office.     The  car  must  not  be  taken  from  the 
track  to  go  round  such  obstructions  if  it  can  be  avoided. 

15.  In  case  of  fire  on  the  line  of  the  road,  you  will  send  for  the 
Hose  Bridges,  which  are  kept  at  the  'Port  and  at  Dunster-Street 
Stables. 

16.  You  must  not  allow  children  to  take  hold  of  the  car,  to  run 
with  or  beside  it,  to  make  or  play  carriage  of  it. 

17.  When  in  Boston,  you  must  not  leave  the  car,  but  see  that  pro- 
per attention  is  shown  to  passengers,  and  provide  seats  for  as  many  as 
possible. 

18.  The  inward  car  has  the  right  to  the  road  on  all  the    single 
track. 

19.  Running  time  from  Cambridge  to  Boston,      3    miles,     25  min. 

"         Cambridge  to  North  Avenue,       1       "  8    " 

«  "  Mount  Auburn,      1J     "         12    " 

"  "  Watertown,  4       "        25    " 


STREET  OR  HORSE-POWER  RAILWAYS.  1Q5 


RULES  AND  REGULATIONS  FOR  DRIVERS, 

ADOPTED   BY   THE   UNION   RAILWAY   COMPANY,  BOSTON. 

1.  You  must  be  on  duty  promptly  at  the  time. 

2.  You  must  start  your  horses  by  the  bell. 

3.  You  must  keep  a  sharp  look-out  for  your  horses,  and  for  persons 
who  may  wish  to  enter  the  car ;  must  not  look  back  into  the  car,  but 
depend  upon  the  bell  as  a  signal  for  starting. 

4.  You  must  come  to  a  full  stop  for  all  persons  who  wish  to  enter 
the  car,  unless  the  bell  strikes  for  you  to  go  on. 

5.  You  will  request  passengers  to  get  on  and  off  the  car  at  the  rear 
end,  and  on  the  side  nearest  the  sidewalk,  to  prevent  accidents :  and  be 
particular  to  bring  the  rear  end  of  your  car  to  the  flagging. 

6.  You  will  be  civil  to  passengers,  teamsters,  or  other  persons  who 
may  be  in  your  way  or  on  the  track ;  you  must  speak  pleasantly  and 
politely,  requesting  them  to  move. 

7.  You  must  notify  the  Conductor  by  striking  the  bell  when  there 
are  passengers  on  the  front  end  of  the  car  who  have  not  paid  their 
fare. 

8.  You  must  walk  your  horses  around  all  short  curves,  such  as  that 
in  Harvard  Square,  and  not  stop  upon  them.     Also  walk  your  horses 
over  the  switches  at  the  Tort  stables. 

9.  You  must  not  allow  any  person  to  drive  your  horses  or  tend  your 
brake,  but  those  employed  by  the  Company. 

10.  You  must  not,  under  any  circumstances  whatever,  leave  your 
horses  when  attached  to  the  car,  without  a  responsible  person  to  hold 
them. 

11.  In  all  places  where  the  street  is  dug  open  for  paving,  or  other 
purposes,  so  as  to  endanger  the  safety  of  your  horses,  they  must  be  de- 
tached from  the  car. 

12.  You  must  never  detach  your  horses  from  the  car  when  it  is  in 
motion,  unless  the  Conductor  is  with  you  on  the  front  of  the  car. 


106  A  PRACTICAL  TREATISE  ON 

13.  When  in  Boston,  you  must  look  out  for  carriages  coming  in 
from  the  cross  streets,  and  drive  slow,  not  exceeding  five  miles  per 
hour,  at  any  point.    And  when  coming  down  the  hill,  past  North  Rus- 
sell street,  not  to  exceed  three  miles  per  hour.     If  two  or  more  cars 
are  obliged  to  wait  at  the  foot  of  the  hill,  they  must  keep  at  least  one 
hundred  feet  apart,  and  never  stop  in  front  of  a  cross  street. 

14.  You  must  not  let  your  horses  "  gallop"  up  the  hill. 

15.  You  must  know  positively  that  the  Draw  on  the  Bridge  is  on, 
and  all-right  before  you  drive  upon  it. 

16.  You  will  be  held  responsible  for  damage  done  to  your  car  by 
your  carelessness. 

17.  You  must  not  allow  boys  to  get  on  the  front  end  of  the  car 
without  coming  to  a  full  stop. 

18.  You  must  walk  your  horses  past  the  several  School-houses,  on 
the  line  of  the  road,  when  the  children  are  playing  in  the  street. 

19.  You  must  not  start  from  Boston,  or  from  the  Office,  without  the 
signal  of  the  bell  by  the  Conductor,  or  some  other  authorized  person. 

20.  When  you  meet  or  pass  any  procession,  Fire  or  Military  Com- 
pany, you  must  drive  very  slow.     Should  there  be  a  Fire  Engine  at- 
tached to  the  car,  your  rate  of  speed  must  not  exceed  five  miles  per 
hour. 

21.  You  must  keep  the  outside  of  your  car  clean. 

22.  You  must  notify  the  Conductor  when  passengers  are  smoking  on 
the  front  platform. 


Rules  adopted  by  the  Second  Avenue  Railroad  Company,  N.  Y. 

1.  The  Conductor  shall  stand  with  his  lack  to  the  cars,  and  shall 
give  bis  attention  to  looking  for  passengers,  seating  them  and  collecting 
fares,  and  avoid  all  unnecessary  conversation. 

2.  He  shall  be  civil  and  attentive  to  all  passengers,  giving  especial 
attention  to  ladies,  children,  and  elderly  persons,  while  getting  in  and 
out  of  the  car,  and  as  far  as  possible  shall  provide  seats  for  all  persons 
on  the  car. 


STREET  OR  HORSE-POWER  RAILWAYS.  1Q7 

3.  Ho  shall  request  passengers  in  leaving  the  car  to  pass  out  of  the 
rear  door,  and  from  the  side  of  the  door  which  is  opposite  the  other 
track. 

4.  He  shall  keep  on  his  time  as  nearly  as  possible,  and  shall  report 
every  detention,  with  the  cause  thereof,  to  the  Starting  Agent,  at  the 
terminus  at  which  he  first  arrives. 

5.  He  shall  see  that  his  driver  turns  the  curves  on  a  walk,  and  com- 
municate with  his  Driver  by  means  of  the  bell  only,  striking  the  bell 
twice  for  the  Driver  to  proceed  faster,  and  three  times  to  proceed 

slower. 

6.  He  shall  permit  no  smoking  on  any  part  of  the  car,  and  shall 
politely  inform  any  person  in  the  act  of  smoking  on  the  car,  that  it  is 
against  the  rules  of  the  Company. 

7.  He  shall  allow  no  intoxicated  person  to  enter  the  car,  or  ride  on 
the  platform. 

8.  When  any  accident  or  collision  occurs,  he  shall  endeavor  to  ob- 
tain the  names  and  residences  of  the  witnesses  to  the  same,  and  shall 
immediately  report  them,  with  the  cause  and  extent  of  such  accident, 
to  the  Superintendent  or  Receiver,  at  Forty-second  street. 

9.  He  shall  obey  the  orders  of  the  Starting  Agent  at  each  end  of  the 
route. 

10.  He  shall  deposit  all  articles  left  in  the  car  with  the  Receiver,  at 
Forty-second  street. 

11.  He  shall  not  allow  any  person  to  ride  on  the  car  without  paying 
fare,  except  firemen  in  uniform  passing  to  or  from  a  fire,  or  policemen 
who  ride  on  the  platform.     Employees  of  the  Company  who  ride  must 
pay  fare. 

12.  He  shall  call  out,  in  passing,  the  streets  named  in  the  Time 
Table,  and  all  streets  at  which  passengers  inform,  him  that  they  desire 
to  get  out. 

13.  He  shall  collect  fare  for  trunks,  and  all  large  or  heavy  parcels. 

14.  The  Drivers  are  to  obey  the  Conductors'  orders:   and,  in  case  of 
neglect  to  do  so,  the  Conductor  shall  immediately  report  them  to  the 
Superintendent. 


108  A  PRACTICAL  TREATISE  ON 

15.  Conductors  and  Drivers  that  drink  any  intoxicating  liquors  when 
on  duty,  will  be  discharged. 

16.  Conductors,  upon  making  their  returns,  must  report  the  con- 
dition of  their  car,  and  any  repairs  necessary  on  the  track,  to  the  Re- 
ceiver. 


Rules  adopted  by  the  Sixth  Avenue  Railway,  N.  Y. 

1.  You  will  not  permit  smoking  in  or  about  your  car,  nor  any  person 
to  get  on  or  off  through  the  front  gates. 

2.  You  will  not  sit  in  your  car,  or  on  the  platform  railing,  while  on 
duty,  nor  do  anything  whereby  your  attention  may  be  drawn  from 
duty.     Avoid  all  unnecessary  conversation,  and  keep  diligent  look-out 
for  persons  wishing  to  ride. 

3.  You  will  keep  on  time  as  near  as  possible,  and  see  that  your 
Driver  walks  his  horses  or  mules  round  all  curves,  and  does  not  drive 
nearer  the  car  a-head  than  one  block. 

4.  You  will  report  accidents  or  collisions  at  the  Superintendent's 
Office  at  Forty-third  street,  immediately  on  arrival,  with  the  names 
and  residences  of  witnesses.     When  cases  require  surgical  attendance, 
call  in  the  services  of  a  Surgeon,  whose  charges  for  services  then  ren- 
dered will  be  recognized. 

5.  You  will  make  your  communication  with  the  Driver  by  passing 
outside  the  car,  keeping  the  front  door  closed  when  necessary,  and  will 
observe  that  the  locks  are  kept  in  order. 

6.  You  will  not  be  allowed  on  duty  without  the  official  badge  on 
your  hat  or  cap. 

7.  You  will  obey  the  orders  of  the  Starter  at  each  end  of  the  line. 

8.  You  will  call  out  the  name  of  the  cross-streets  at  the  first  cross- 
walk, and  stop  the  car  at  the  second,  if  requested. 

9.  You  will  request  passengers  to  get  off  the  car  on  the  side  nearest 
the  side-walk,  to  prevent  accidents  from  cars  approaching. 

10.  You  will  be  civil  and  attentive  to  passengers,  giving  proper  as- 
sistance to  ladies  and  children  getting  in  or  out,  and  never  start  the  car 
before  passengers  are  fairly  received  or  landed. 


STREET  OR  HORSE-POWER  RAILWAYS.  1Q9 

11.  You  will  allow  no  free  riding,  except  in  the  cases  hereinafter 
specified. 

12.  You  will  register  all  passengers  on  the  Indicator  the  moment 
they  enter  the  car.     See  that  your  Indicator  is  kept  in  order,  and  set 
by  the  Starter  at  each  end  of  the  route. 

13.  You  will  permit  Directors  holding  "Directors'  Tickets,"  and 
Employees  of  the  road  holding  tickets,  to  pass  free  in  all  cases  on  their 
delivering  to  you  a  ticket. 

14.  You  will  accord  free  passage  without  tickets  only  to  Firemen  in 
the  dress  of  the  Fire  Department. 

15.  You  will  request  passengers  to  have  their  fares  ready  before 
stopping  the  car  to  leave. 

16.  You  will  deposit  all  articles  of  value  left  by  passengers  in  the 
cars,  with  the  Receiver,  who  will  hold  them  at  the  office  until  reclaimed 
by  the  owners,  to  be  returned  to  you  at  the  end  of  six  months  if  not  so 
claimed. 

17.  You  will  charge  all  children  occupying  seats  full  fare,  and  chil- 
dren under  twelve  years  of  age  three  cents. 

18.  For  the  convenience  of  passengers,  and  to  avoid  encumbering 
the  cars,  the  Conductors  are  directed  to  collect  a  fare  for  every  trunk, 
box,  basket,  or  package  placed  in  the  cars,  too  large  to  be  held  by  the 
owners  without  annoyance  to  other  passengers,  and  in  no  case  to  receive 
any  such  trunk,  box,  basket,  or  package,  unless  the  same  be  in  charge 
of  a  passenger. 


Rules  adopted  by  the  Third  Avenue  Railway,  N.  Y. 

1.  The  Conductor  shall  give  his  attention  to  looking  for  passengers 
and  seating  them,  and  collecting  the  fares,  and  shall  avoid  all  unneces- 
sary conversation. 

2.  He  shall  be  civil  and  attentive  to  all  passengers,  giving  especial 
attention  to  ladies,  children,  and  elderly  persons,  while  getting  in  and 
out  of  the  car ;  and,  as  far  as  possible,  shall  provide  seats  for  all  per- 

'sons  on  the  car. 


HO  A  PRACTICAL  TREATISE  ON 

3.  He  shall  request  passengers  in  leaving  the  car  to  pass  out  of  the 
rear  door,  and  from  the  side  of  the  car  which  is  opposite  the  other 
track. 

4.  He  shall  keep  on  his  time  as  "nearly  as  possible,  and  shall  report 
every  detention  of  more  than  three  minutes,  with  the  cause  thereof, 
to  the  Starting  Agent,  at  the  terminus  at  which  he  first  arrives. 

5.  He  shall  wear  upon  his  hat  or  cap  the  following  badge,  "  Conduc- 
tor Third  A.  R.  R.  0." 

6.  He  shall  permit  no  smoking  on  any  part  of  the  car,  and  shall  po- 
litely inform  any  person,  in  the  act  of  smoking  on  the  car,  that  it  is 
against  the  rules  of  the  Company. 

7.  He  shall  allow  no  person  intoxicated  to  enter  the  car,  or  ride  on 
the  platform. 

8.  When  any  accident  or  collision  occurs,  he  shall  obtain  the  names 
and  residences  of  the  witnesses  of  the  same,  and  shall  immediately 
report  them,  with  the  cause  and  extent  of  such  accident,  to  the  Re- 
ceiver at  the  Depot. 

9.  He  shall  obey  the  orders  of  the  Starting  Agent  at  each  end  of  the 
route. 

10.  He  shall  deposit  all  articles  left  in  the  car  at  the  office  of  the 
Receiver. 

11.  He  shall  not  allow  any  person  to  ride  on  the  car  without  paying 
fare,  except  firemen  in  uniform  passing  to  or  from  a  fire. 

12.  He  shall  call  out,  in  passing,  the  number  of  the  wide  streets, 
commencing  with  Eighth  street  on  the  passage  up,  and  with  the  depot 
on  the  passage  down. 

13.  When  the  car  crosses  Fifth,  Broome,  and  Grand  streets,  he  shall 
be  in  a  position  to  avoid  any  collision  with  the  cars  of  the  Second  and 
Fourth  Avenue  roads,  and  shall  require  the  Driver  to  pass  slowly  over 
all  switches. 

14.  No  articles  affecting  the  comfort  or  convenience  of  the  passen- 
gers will  be  allowed  inside  the  cars. 

15.  All  articles  of  a  bulky  nature,  occupying  the  space  of  a  passen-' 


STREET  OR  HORSE-POWER  RAILWAYS.  HI 

ger,  will  be  charged  jive  cents;  but  all  such  articles  must  be  carried  on 
the  front  platform. 

N.  B.— Passengers  are  requested  to  report  at  the  Company's  Office, 
Sixty-first  street  and  Third  Avenue,  or  tp  the  Starter  at  the  corner  of 
Ann  street,  any  impropriety  or  neglect  on  the  part  of  the  Conductors 
or  Drivers. 


ADOPTED    BY 


THE  DIRECTORS  OF  THE  SIXTH  AVENUE  RAILROAD,  NEW  TORE. 

SECT.  1.  The  property  and  business  of  the  Sixth  Avenue  Railroad 
Company  shall,  except  when  otherwise  specially  provided,  be  managed 
and  controlled  by  a  Board  of  Directors,  not  exceeding  thirteen  in  num- 
ber, elected  from  the  Shareholders  in  the  Company  in  the  manner 
hereinafter  prescribed.  The  Directors  shall  hold  their  offices  until 
others  are  elected  in  their  place,  and  shall  have  power  to  fill  vacancies 
in  their  body,  from  the  Shareholders,  at  any  meeting  of  the  Board  sub- 
sequent to  that  at  which  the  existence  of  such  vacancy  shall  be  made 
known.  The  vote  of  a  majority  of  the  number  of  Directors  then  exist- 
ing shall  be  requisite  to  elect  a  Director. 

SECT.  2.  Stated  meetings  of  the  Shareholders  for  the  election  of  Di- 
rectors shall  be  held  on  the  second  Tuesday  of  January  in  each  year, 
at  a  time  and  place  to  be  fixed  by  resolution  of  the  Board.  Notice  of 
the  election  shall  be  published  for  two  weeks  next  preceding  said  elec- 
tion in  two  or  more  of  the  daily  papers.  The  election  shall  be  by 
ballot,  and  three  Shareholders,  not  Directors  or  officers,  shall  be  at  the 
same  time  elected  as  inspectors,  to  hold  the  next  annual  election  and 
to  certify  the  result  thereof;  and  in  case  of  any  vacancy  amongst  said 
inspectors,  the  same  shall  be  filled  by  the  Board  of  Directors. 

Stated  meetings  of  the  Board  of  Directors  shall  be  held  on  the  first 
Thursday  after  the  first  day  of  each  month,  at  the  office  of  the  Com- 
pany, at  eleven  o'clock,  A.  M.,  or  at  such  other  time  and  place  as  the 
Board  may,  by  resolution,  from  time  to  time  direct.  A  majority  of  the 


112  A  PRACTICAL  TREATISE  ON 

whole  number  of  Directors  for  the  time  being  shall  constitute  a  quorum 
for  the  transaction  of  business,  but  a  less  number  may  meet  and  adjourn 
from  time  to  time  until  a  quorum  shall  be  present. 

The  President  may  call  special  meetings  of  the  Directors  at  his  dis- 
cretion; he  shall  also  call  a  special  meeting  whenever  three  of  the 
Directors  shall  request  him  in  writing  to  do  so.  All  stated  and  special 
meetings  shall  be  called  by  a  written  or  printed  notice  to  each  Director, 
but  no  business  shall  be  taken  up  or  sanctioned  at  a  special  meeting 
except  that  referred  to  in  said  notice,  unless  with  the  consent  of  a  ma- 
jority of  the  whole  Board,  expressed  by  their  votes  at  such  meeting. 

Special  meetings  of  the  Shareholders  shall  be  called  by  the  Presi- 
dent, whenever  requested  so  to  do  by  Shareholders  owning  one  thou- 
sand shares  of  stock. 

The  order  of  business  of  the  Board  of  Directors  shall  be : — 

1.  The  calling  of  the  roll. 

2.  The  reading  of  the  minutes  of  the  preceding  meeting. 

3.  The  reading  of  the  minutes  of  the  Executive  Committee. 

4.  Communications  and  reports  from  the  President. 

5.  Reports  from  the  Treasurer. 

6.  Reports  from  the  Superintendent. 

7.  Reports  of  Standing  Committees. 

8.  Reports  of  Special  Committees. 

9.  Unfinished  business. 
10.  Miscellaneous  business. 

At  a  special  meeting,  the  business  for  which  the  meeting  was  called 
shall  have  a  preference  immediately  after  the  reading  of  the  minutes  of 
the  Executive  Committee. 

All  questions  shall  be  decided  by  the  vote  of  the  majority  of  the 
Directors  present,  unless  herein  otherwise  provided,  and  the  yeas  and 
nays  shall  be  recorded  on  the  demand  of  one  member* 

Questions  relating  to  priority  of  business,  motions  to  adjourn,  to  lay 
on  the  table,  and  to  close  debate  and  appeals  from  the  decision  of  the 
chair  on  points  of  order,  are  not  debatable ;  but  the  chair,  in  stating  a 
decision  on  a  point  of  order,  may  assign  a  reason  therefor. 

SECT.  3.  There  shall  be  an  Executive  Committee,  to  consist  of  the 
President  and  two  other  Directors.  The  said  committee  shall  be  chosen 
and  vacancies  therein  filled  by  ballot  by  the  Board  of  Directors.  The 
committee  shall  fix  the  periods  for  its  stated  meetings,  and  it  shall  be 


STREET  OR  HORSE-POWER  RAILWAYS.  H3 

proper  for  any  member  thereof  to  call  the  same  together  for  special 
business. 

All  the  powers  and  duties  of  the  Board  of  Directors  not  herein  dele- 
gated to  the  officers  of  this  Company,  or  delegated  by  the  Board  of 
Directors  to  other  committees,  shall  be  exercised  and  discharged  during 
the  recess  of  the  Board  by  the  Executive  Committee.  Provided,  how- 
ever, that  alterations  and  additions  to  the  track  and  buildings,  the  pur- 
chase of  cars,  and  the  increase  of  the  force  of  men,  mules,  and  horses 
employed  by  the  Company,  the  allowance  of  claims  not  arising  under 
contract  and  not  exceeding  two  hundred  and  fifty  dollars  in  amount, 
and  all  sales  of  property,  other  than  mules  or  horses  and  damaged  pro- 
visions, are  reserved  for  the  express  direction  of  the  Board.  The  Pre- 
sident and  one  other  member  shall  be  a  quorum  of  said  committee  at 
any  stated  meeting.  They  shall  also  be  a  quorum  at  any  special  meet- 
ing, of  which  notices  have  been  duly  sent  to  all  the  members. 

They  shall  keep  regular  minutes  of  their  proceedings,  which  shall 
be  read  to  the  Board  at  the  next  ensuing  meeting,  and  the  question  of 
approval  shall  then  be  taken  thereon. 

The  committee  shall  have  the  power  to  suspend  any  subordinate 
officer  from  duty,  and  to  diminish  the  force  of  men,  horses,  or  mules, 
and  shall  be  bound  to  report  all  such  acts  at  the  next  ensuing  meeting 
of  the  Board. 

There  shall  be  a  Finance  Committee,  to  consist  of  three  members. 
The  Finance  Committee  shall  keep  a  general  supervision  over  the  pecu- 
niary condition  of  the  Company,  and  shall  report  from  time  to  time 
such  measures  as  they  may  deem  advisable  to  meet  the  obligations  and 
sustain  the  credit  of  the  Company.  It  shall  be  their  duty  to  examine 
— at  least  once  in  every  month — the  accounts  and  vouchers  of  all  the 
officers  of  the  Company. 

The  members  of  the  Finance  Committee  shall  be  chosen,  and  vacan- 
cies filled  therein,  and  stated  and  special  meetings  thereof  called  in  like 
manner  as  those  of  the  Executive  Committee.  They  shall  likewise 
keep  regular  minutes  of  their  proceedings,  and  report  at  each  stated 
meeting  of  the  Board,  and  at  such  special  meetings  as  they  may  have 
any  communication,  report,  or  suggestion  to  offer. 

The  Board  of  Directors  may  appoint  other  Committees,  and  delegate 
such  powers  to  said  Committees  as  they  may  deem  advisable,  provided 
that  every  Committee  so  appointed  shall  make  a  written  report  to  the 


114  A  PRACTICAL  TREATISE  ON 

stated  meetings  of  the  Board  of  their  proceedings  for  the  preceding 
month,  and  oftener  when  required. 

SECT.  4.  The  principal  Officers  of  the  Company  shall  be  a  President, 
a  Treasurer,  a  Secretary,  and  a  Superintendent,  The  Board  of  Direc- 
tors may  also  appoint  a  Receiver,  an  Assistant  Receiver,  a  Book-keeper, 
and  such  other  officers,  clerks  and  assistants,  as  they  may  from  time  to 
time  deem  necessary. 

They  may,  in  their  discretion,  invest  either  of  the  principal  officers 
above  named  with  the  power  of  appointing  assistants  and  subordinates 
in  their  respective  departments.  Said  principal  officers  shall  report  to 
the  Board  at  each  stated  meeting  (and  oftener  when  required)  the 
operations  of  their  respective  departments  during  the  recess,  including 
appointments  and  removals,  with  a  statement  of  the  receipts  and  ex- 
penditures, purchases  made,  work  and  materials  ordered,  and  the  price 
therefor,  and  the  supplies  on  hand;  and  at  the  annual  meeting  of  the 
Stockholders  they  shall  each  submit  a  similar  report  of  the  operations 
of  the  year. 

SECT.  5.  The  President,  Treasurer,  Secretary,  and  Superintendent 
of  the  Company  shall  be  annually  elected  at  the  first  meeting  of  the 
Board  of  Directors  after  their  own  election,  or  as  soon  thereafter  as  cir- 
cumstances will  permit. 

The  officers  so  elected  shall  hold  their  offices  at  the  pleasure  of  the 
Board  of  Directors,  and  until  their  successors  shall  be  duly  chosen, 
unless  sooner  removed  by  the  Board. 

Vacancies  caused  by  death,  resignation,  or  otherwise,  may  be  filled 
at  any  meeting  of  the  Board,  provided  due  notice  thereof  is  given  to 
the  members  prior  to  its  meeting.  All  elections  shall  be  by  ballot,  and 
a  majority  of  the  whole  number  of  Directors  for  the  time  being  shall 
be  necessary  to  a  choice.  No  person  other  than  a  Director  shall  be 
eligible  to  the  office  of  President. 

All  persons  owning  and  holding  shares,  either  in  their  own  right  or 
as  trustees,  or  as  the  legal  representative  of  Shareholders,  shall  have  a 
right  to  attend  and  vote  at  all  meetings  and  elections  of  the  Share- 
holders, and  shall  have  as  many  votes  as  the  number  of  shares  so  held 
or  represented  by  them;  but  no  person  shall  be  admitted  to  vote  at  any 
such  meeting  or  election  as  the  proxy  or  attorney  of  any  Shareholder, 
without  a  power  of  attorney  duly  executed. 


STREET  OR  HORSE-POWER  RAILWAYS.  H5 

SECT.  6.  The  salaries  and  compensation  of  the  said  principal  officers 
shall  be  fixed  annually  by  resolution  of  the  Board,  at  its  first  meeting 
after  the  election  of  Directors,  or  as  soon  thereafter  as  is  convenient; 
but  such  salaries  may  be  changed  at  any  stated  meeting  of  the  Board, 
if  notice  has  been  given  of  the  intended  change  at  the  preceding  stated 
meeting. 

The  salaries  and  compensation  of  all  other  employees  of  the  Com- 
pany shall  be  fixed  by  resolution  of  the  Board. 

SECT.  7.  Before  entering  upon  the  duties  of  their  respective  offices, 
the  Treasurer,  the  Superintendent,  the  Receiver,  the  Assistant  Re- 
ceiver, and  any  other  officer  or  employee  of  the  Company,  from  whom 
the  Directors  may  see  fit  to  require  the  same,  shall  each  execute  to  the 
Company  a  bond — with  one  or  more  sureties,  to  be  approved  of  by  the 
Executive  'Committee—  conditioned  for  the  faithful  performance  of  the 
duties  of  his  office,  including  responsibility  for  negligence.  The 
amount  of  the  penalty  of  the  bonds  to  be  fixed  by  resolution  of  the 
Board. 

SECT.  8.  Except  in  the  case  of  the  President,  no  officer  shall  be  a 
member  of  the  Board  of  Directors,  and  the  acceptance  of  an  appoint- 
ment by  a  Director  shall  be  deemed  a  resignation  of  his  seat  at  the 
Board ;  but  a"  Director  may,  nevertheless,  be  designated  to  discharge 
the  duties  of  an  office  temporarily,  during  a  vacancy  or  disability. 

SECT.  9.  Subject  to  these  By-Laws,  and  to  such  regulations  and 
orders  as  the  Board  of  Directors  may  from  time  to  time  make,  the 
President  shall  have  the  chief  management,  control,  and  supervision 
of  the  affairs  of  the  Company.  It  shall  be  his  duty  to  preside  at  all 
meetings  of  the  Board,  to  preserve  order,  to  promote  the  regular  and 
ppeedy  transaction  of  business,  and  to  attend  the  meetings  of  the 
Executive  Committee. 

All  purchases,  repairs  and  contracts,  shall  be  made  under  his  autho- 
rity, except  where  otherwise  provided  by  the  Board;  but  he  shall  make 
no  purchases  and  order  no  repairs  not  needful  for  the  daily  supplies 
and  ordinary  business  of  the  road  without  the  sanction  of  the  Board  of 
Directors,  or,  during  their  recess,  of  the  Executive  Committee. 

He  shall  cause  a  book  to  be  kept,  in  which  all  purchases  and  orders 
for  repairs,  work,  or  materials,  with  the  prices,  shall  be  recorded,  and 
shall  submit  an  abstract  thereof  to  the  Board  at  every  stated  meeting. 


116  A  PRACTICAL  TREATISE  ON 

He  shall  appoint  Conductors,  Starters,  Drivers,  Storekeepers,  and 
Stablemen,  and  may  suspend  or  remove  them ;  but,  in  all  cases  where 
the  appointees  are  required  to  give  security  for  the  performance  of 
their  duties,  the  appointments  shall  not  take  effect  until  the  Board  of 
Directors  or  the  Executive  Committee  shall  have  ratified  them,  and 
decided  the  security  to  be  sufficient. 

He  shall  keep  a  journal  of  all  occurrences  affecting  the  interests  or 
business  of  the  Company,  and  keep  the  Directors  continually  advised 
of  the  samej  and  he  shall  annually  prepare,  in  time  to  be  submitted 
to  the  Stockholders  at  the  annual  election,  an  account  of  the  operations 
of  the  Company  during  the  next  preceding  year,  and  a  statement  of 
the  property  and  resources  of  the  Company,  its  funded  and  floating 
debt  (if  any),  outstanding  contracts,  and  contingent  liabilities. 

He  shall,  either  in  person  or  by  one  of  the  principal  officers,  or  one 
of  the  Directors  designated  for  that  purpose  by  him,  visit  or  cause  the 
depot  and  its  appurtenances  to  be  visited  and  inspected  at  least  once  in 
each  week,  and  report  or  cause  to  be  reported  to  the  Board,  at  its  next 
meeting  thereafter,  the  result  of  such  visits  and  inspections. 

He  shall  have  the  power,  in  case  of  contemplated  absence  from  the 
city  or  inability  to  attend  to  his  official  duties,  to  select  from  the  Board 
of  Directors  one  of  its  members  to  act  as  President  pro  tempore  during 
the  time  of  such  absence  or  inability,  which  appointment  shall  be  en- 
tered on  the  Book  of  Minutes  of  the  Board ;  and  in  case  of  his  inability 
or  neglect  to  make  such  selection,  the  Board  shall  proceed,  if  in  their 
judgment  advisable,  to  elect  a  President  pro  tempore  by  ballot.  An 
entry  on  the  Book  of  Minutes  shall  also  be  made,  showing  the  termina- 
tion of  such  appointment. 

The  President  pro  tempore  so  selected  shall  be  invested  for  the  time 
being  with  all  the  powers  and  subject  to  all  the  requirements  of  the 
President  herein  before  set  forth,  and  shall  receive  for  the  period  for 
which  he  shall  perform  such  duties  such  compensation  as  the  Board 
may  prescribe. 

SECT.  10.  It  shall  be  the  duty  of  the  Treasurer  to  receive  all  moneys 
belonging  to  the  Company,  and  forthwith  to  deposit  the  same  in  a 
Bank,  to  be  selected  by  resolution,  to  the  joint  credit  of  "  The  Presi- 
dent and  Treasurer  of  the  Sixth  Avenue  Railroad  Company/'  and  the 
same  shall  only  be  drawn  by  the  check  of  the  Treasurer,  countersigned 
by  the  President.  He  shall  disburse  all  moneys  directed  or  authorized 


STREET  OR  HORSE-POWER  RAILWAYS.  H7 

to  be  paid  by  the  Board;  he  shall  keep  true  and  accurate  accounts  and 
vouchers  of  all  moneys  received  and  disbursed ;  and  no  bill  or  account 
shall  be  paid  by  him  unless  certified  by  the  President  or  Executive 
Committee,  and  such  certificate  filed  therewith ;  he  shall  keep  regular 
books  of  account  of  all  moneys  received  and  disbursed,  which  books 
shall  be  the  property  of  the  Company,  and  be  delivered  over  with  his 
papers  and  accounts  to  his  successor,  at  the  expiration  of  his  term  of 
office.    He  shall,  at  the  annual  meeting  in  each  year,  render  an  account 
of  the  financial  condition  of  the  Company,  and  of  all  items  of  money 
received  and  disbursed  for  the  last  year.     He  shall  render  an  account 
at  each  stated  meeting  of  the  Board  of  Directors  of  the  items  and  . 
amounts  of  the  receipts  and  expenditures  for  the  preceding  month. 
He  shall  also  furnish  from  time  to  time  such  statements  and  accounts 
as  shall  be  required  by  the  Board  of  Directors,  and  shall,  whenever  so 
required,  lay  all  books,  papers,  and  accounts  in  his  possessions,  and  re- 
lating to  the  business  of  the  Company,  before  any  meeting  of  the  Direc- 
tors or  Shareholders. 

SECT.  11.  It  shall  be  the  duty  of  the  Secretary  to  be  in  constant 
attendance  during  the  office  hours  at  the  general  office  of  the  Company; 
to  be  present  at  the  meetings  of  the  Board ;  to  keep  full  and  perfect 
minutes  of  the  proceedings,  votes  taken,  resolutions  adopted ;  to  keep 
the  books  and  records  of  the  Company;  and  to  give  written  or  printed 
notice  to  all  the  Directors  of  the  time  and  place  of  all  the  regular  meet- 
ings and  of  all  special  meetings ;  and  whenever  any  select  committee 
shall  be  appointed  in  pursuance  of  a  resolution  of  the  Board,  to  furnish 
the  chairman  of  the  committee  with  a  copy  of  the  resolution,  and  the 
names  of  the  members  composing  the  committee.  Whenever  a  resolu- 
tion shall  be  adopted  directing  any  duty  to  be  performed  by  either  of 
the  officers  of  the  Company,  it  shall  be  the  duty  of  the  Secretary  to 
furnish,  forthwith,  notice  thereof  to  such  officer,  with  a  copy  of  the 
resolution.  When  any  vacancy  in  the  Board  of  Directors  is  to  be  filled, 
or  any  of  the  officers  particularly  named  in  the  fourth  section  of  these 
By-Laws  is  to  be  elected,  or  any  proposed  amendment  of  the  By-Laws 
to.  be  acted  upon,  notification  thereof  shall  be  specially  given  in  the 
notices  of  the  meeting.  A  similar  notification  shall  be  made  of  the  ob- 
ject of  all  special  meetings. 

The  Secretary  shall  be  the  Registrar  of  all  transfers  of  stock,  and 
for  that  purpose  he  shall  keep  the  accounts  of  the  stock  registered  and 


118  A  PRACTICAL  TREATISE  ON 

transferred,  in  such  form  and  manner,  and  under  such  regulations,  as 
the  Finance  Committee  or  the  Board  shall  from  time  to  time  prescribe. 
He  shall  obey  all  resolutions  of  the  Board  of  Directors  prescribing  his 
powers  and  duties,  and  shall  act  under  the  orders  of  the  President. 

SECT.  12.  The  Superintendent  shall  have,  subject  to  the  direction  of 
the  President,  the  special  superintendence  of  the  track  and  cars,  and 
the  repairs  and  running  of  the  road,  and  a  general  supervision  of  the 
depot,  stables,  and  workshops,  and  over  all  the  Conductors,  Starters, 
Drivers,  Hostlers,  Mechanics,  and  Laborers  in  the  Company's  employ. 
And  it  shall  be  his  duty  to  see  that  they  are  faithful  to  the  interests  of 
the  Company.  He  shall  endeavor,  in  all  cases  of  persona  leaving  the 
employ  of  the  Company,  to  obtain  a  settlement  of  their  accounts,  and 
a  full  discharge  of  all  claims. 

He  shall  furuish  each  Driver  and  Conductor  with  a  printed  copy  of 
the  regulations  issued  for  their  government,  and  shall  see  to  the  enforce- 
ment thereof.  He  may  suspend  Conductors,  Drivers,  Starters  or  Sta- 
blemen, for  misconduct  or  incapacity,  and  report  such  suspension  to  the 
President,  without  delay. 

In  cases  of  accident,  he  shall — with  all  possible  dispatch — ascertain 
and  report  to  the  President,  in  writing,  the  attendant  circumstances, 
and  the  names  and  residences  of  witnesses. 

He  shall  examine  and  certify  the  pay-rolls  and  bills  for  work  done  or 
purchases  made  by  him,  or  under  his  supervision.  In  case  he  shall  be 
authorized  at  any  time  to  make  sales  of  any  property  belonging  to  the 
Company,  he  shall  make  such  sales  for  cash,  and  all  moneys  belonging 
to  the  Company,  received  by  him,  shall  be  paid  over  at  once  to  the 
Treasurer.  It  shall  be  his  duty  to  cause  any  purchase  or  sale  he  may 
be  authorized  by  the  Board  of  Directors,  the  President,  or  the  Execu- 
tive Committee  to  make,  to  be  entered  forthwith  in  the  books  kept  by 
the  Company  for  that  purpose.  It  shall  be  his  duty  to  see  that  the 
name  of  each  Conductor,  Collector,  Starter,  Mechanic,  Driver  and  La- 
borer, shall  be  entered  in  the  book  kept  by  the  Company  for  that  pur- 
pose, with  the  date  of  the  appointment  or  employment  of  each,  and  the 
amount  of  wages  per  day  which  he  is  to  receive ;  and  whenever  any 
removal  or  suspension  of  any  person  appointed  or  employed  shall  be 
made,  it  shall  be  his  duty  to  see  that  an  entry  thereof  is  forthwith 
made  in  such  books.  He  shall,  when  required  so  to  do,  superintend 
the  erection  or  repairs  of  the  Company's  buildings.  He  shall  act  as 


STREET  OR  HORSE-POWER  RAILWAYS.  H9 

the  general  out-door  agent  of  the  Company  in  all  matters  specially  in- 
trusted to  him  by  the  President  or  Executive  Committee,  or  by  the 
vote  of  the  Board  of  Directors;  and  at  each  stated  meeting  make  a  full 
written  report,  in  detail,  of  his  proceedings  for  the  month  ending  on 
and  including  the  Saturday  preceding  such  meeting,  with  any  informa- 
tion he  may  possess  affecting  the  interests  of  the  Company,  or  any 
changes  which  have  taken  place  in  the  condition  of  its  property  under 
his  supervision. 

SECT.  13.  It  shall  be  the  duty  of  the  Deputy-Superintendent  to  keep 
the  books  of  the  Company,  excepting  those  kept  by  the  Treasurer  and 
Secretary,  to  make  out  the  pay-roll,  and  to  see  that  the  same  shall  be 
approved  and  certified  by  the  Superintendent  before  any  payments  are 
made  thereon.  He  shall  obey  all  resolutions  prescribing  his  powers 
and  duties,  and  shall  act  under  the  orders  of  the  President. 

SECT.  14.  The  fiscal  year  of  the  Company  shall  commence  on  the 
first  day  of  February,  and  end  on  and  include  the  ensuing  thirty-first 
day  of  January  in  each  year. 

SECT.  15.  Dividends  shall  be  declared  semi-annually,  providing  the 
profits  of  the  Company  warrant  the  Board  of  Directors  in  declaring  the 
same.  It  shall  be  the  duty  of  the  Treasurer  to  attend  to  the  preparing 
of  the  account  thereof,  to  pay  out  the  same,  and  to  take  and  preserve 
vouchers  therefor  in  a  book  prepared  for  that  purpose.  Checks  for 
dividends  shall  be  made  payable  to  the  order  of  the  parties  entitled  to 
receive  the  same. 

SECT.  16.  All  transfers  of  the  stock  shall  be  made  in  the  usual  form, 
by  the  Stockholder  signing  in  proper  person  or  by  attorney  duly  autho- 
rized, in  a  book  provided  for  the  purpose,  a  declaration  of  sale  or  trans- 
fer, setting  forth  the  number  of  shares,  the  person  to  whom  and  the 
time  when  the  same  are  transferred ;  and  at  the  time  of  the  transfer  the 
old  certificate  shall  in  all  cases  be  surrendered  to  the  President,  who 
shall  see  that  the  same  is  canceled,  by  writing  across  the  face  thereof 
a  minute  of  the  transfer,  and  of  the  numbers  of  the  certificates  issued 
in  lieu  thereof;  and  the  said  canceled  certificate  shall  then  be  delivered 
to  the  Treasurer,  and  by  him  preserved.  The  Secretary  shall  report  to 
the  Executive  Committee,  at  its  stated  meetings,  the  number  and 
amount  of  shares  of  the  certificates  so  surrendered  since  the  last  meet- 

7 


120  A  PRACTICAL  TREATISE  ON 

ing,  by  whom  given  up,  and  the  number  and  amount  of  shares  for 
which  new  certificates  have  been  issued  in  lieu  thereof,  and  to  whom. 
No  transfer  shall  be  made  on  the  books  of  the  Company  for  thirty  days 
next  previous  to  the  annual  election  of  Directors,  nor  for  ten  days  next 
prior  to  the  time  appointed  for  the  payment  of  any  dividend.  All  cer- 
tificates shall  be  issued  and  signed  by  the  President  and  Secretary,  and 
countersigned  by  the  Treasurer,  under  such  other  regulations  as  the 
Board  of  Directors  or  Finance  Committee  may  from  time  to  time  pre- 
scribe. No  certificate  shall  be  issued  in  place  of  one  stated  to  be  lost, 
unless  by  direction  of  the  Board,  on  legal  evidence  of  the  loss  and  suf- 
ficient indemnity  against  loss  to  the  Company. 

SECT.  17.  Deeds,  contracts,  and  other  legal  documents,  when  autho- 
rized by  the  Board  of  Directors,  shall  be  signed  by  the  President  and 
countersigned  by  the  Secretary,  and  no  officer  shall  sign  or  coun- 
tersign any  document  in  blank.  Whenever  any  negotiable  paper  is 
issued  by  order  of  the  Board  of  Directors  in  payment  of  the  obligations 
of  the  Company,  it  shall  be  in  the  form  of  drafts  drawn  by  the  Presi- 
dent upon  the  Company,  payable  to  the  order  of  the  person  entitled  to 
the  payment,  and  accepted  by  the  Treasurer  in  behalf  of  the  Company. 

SECT.  18.  These  By-Laws  may  be  amended  by  the  Board  of  Direc- 
tors at  any  meeting,  by  a  vote  of  a  majority  of  the  whole  number  of 
the  then  existing  Directors,  provided  notice  of  the  motion  to  amend 
ehall  have  been  given  at  a  previous  stated  meeting. 

All  previous  By-Laws  are  hereby  repealed. 


STREET  OR  HORSE-POWER  RAILWAYS.  121 


FOR   CONDUCTING   THE    BUSINESS    OF 


IDE  TOT  PHILADELPHIA  PASSENGER  RAILWAY  COMPANY, 

Adopted  ly  ike  Board  of  Directors  December,  1858. 


That  the  duties,  powers  and  responsibilities  of  the  officers  and  em- 
ployees of  the  West  Philadelphia  Passenger  Railway  Company  may 
he  defined  and  fully  understood,  and  its  accounts  systematically  kept, 
the  Board  of  Directors  have  adopted  the  following  organization  for 
conducting  the  business  of  the  road. : 

The  administrative  duties  upon  the  line  of  the  road,  its  branches, 
and  the  connecting  roads  over  which  the  Company's  cars  may  hereafter 
pass,  will  be  divided  into  the  following  departments,  viz :  The  Trans- 
portation Department,  Accounting  Department  and  Treasury  Depart- 
ment, with  such  other  officers  or  agents  for  special  objects  as  the  Board 
may  from  time  to  time  deem  necessary.  The  whole  to  be  under  the 
general  direction  of  the  President,  as  the  organ  of  the  Board. 

The  Transportation  Department  will  be  committed  to  an  officer,  to 
be  known  as  General  Superintendent,  who  shall  have  charge  of  all 
the  real  estate  and  personal  property  of  the  Company  on  the  line  of 
their  road,  its  branches  and  connections.  To  him  will  be  entrusted 
the  control  and  use  of  the  road  and  branches,  the  motive  power  and 
appurtenances  employed  thereon,  the  shops,  stables  and  depots,  their 
machinery,  tools,  and  materials,  and  the  cars,  whether  upon  their  own 
road  or  upon  connecting  roads. 

He  will  be  held  responsible  for  the  regular  and  safe  transportation 
of  passengers  and  property  over  said  road,  and  shall  report  from  time 


122  A  PRACTICAL  TREATISE  ON 

to  time  as  may  be  required  by  the  President  or  Board,  upon  the  con- 
dition of  the  road,  its  equipment,  and  the  property  connected  with  the 
road,  and  make  such  suggestions  in  relation  to  the  same,  as  the  busi- 
ness of  the  road,  or  their  importance  to  him  may  dictate. 

He  shall  have  authority,  with  the  assent  of  the  President,  to  con- 
tract for  materials  for  the  repairs  of  the  road,  and  buildings,  but  all 
important  contracts,  including  iron  rails,  wooden  stringers  and  ties, 
cars  and  horses,  must  be  first  sanctioned  by  the  Board  before  being 
closed.  Copies  of  all  contracts  must  be  furnished  to  the  Secretary  as 
soon  as  entered  into. 

All  purchases  for  current  supplies  shall  be  made  by  the  General 
Superintendent,  to  be  subject  to  the  approval  of  the  Committee  of 
Accounts,  before  they  become  binding  upon  the  Company.  A  copy  of 
the  order  given  for  these  supplies  shall  be  recorded  in  an  Order  Book, 
to  be  kept  for  that  purpose.  All  accounts  contracted  during  each 
month,  with  the  bill  of  the  articles  furnished  by  the  vendor  at  the 
time  of  delivery,  must  be  handed  to  the  Secretary,  and  by  him,  when 
approved  by  the  Committee  of  Accounts,  prepared  for  payment  by  the 
Treasurer. 

Articles  in  constant  and  general  use  shall  be  kept  in  store  at  the 
Depot  of  the  Company,  under  the  general  charge  of  the  Superinten- 
dent, who  may  be  assisted  by  a  clerk,  to  be  known  as  a  Keeper  of 
Stores,  when  in  the  opinion  of  the  Board  it  may  become  necessary. 

The  General  Superintendent  shall  be  aided  by  two  Dispatchers  of 
Cars,  one  Stable  Master,  one  Foreman  of  Track  Repairs,  and  one  Car 
Inspector,  who  shall  perform  the  duties  of  their  office  in  strict  confor- 
mity to  his  directions. 

The  General  Superintendent  shall  nominate,  with  the  assent  of  the 
President,  suitable  persons  for  the  offices  of  Dispatchers,  Stable  Mas- 
ter, Foreman  of  Track  Repairs,  Car  Inspector  and  Conductors,  in  his 
department,  and  shall  remove  or  suspend  at  his  discretion,  or  by  direc- 
tion of  the  President  or  the  Board,  reporting  in  all  cases  to  the  Board 
the  causes  of  dismissal. 

The  General  Superintendent  shall  propose  rules,  defining  the  duties, 
iff  detail,  of  all  his  subordinate  officers  and  agents,  and  submit  the 
same  to  the  Board  of  Directors  for  approval. 


STREET  OR  HORSE-POWER  RAILWAYS.  123 

No  officer  shall  be  entitled  to  receive  compensation  until  his  appoint- 
ment is  confirmed  by  the  Board,  except  when  the  appointment  is  tem- 
porary, or  the  person  is  taken  on  trial,  which  service  shall  not  exceed 
a  period  of  one  month.  The  General  Superintendent  shall  transmit  to 
the  Board,  with  each  nomination,  the  testimonials  or  reasons  that  have 
induced  him  to  make  the  appointment,  and  no  new  office  shall  be 
created  by  him  without  the  assent  of  the  Board  of  Directors.  All  books 
or  papers  in  the  possession  of  the  General  Superintendent  or  his  sub- 
ordinates, shall  be  open  to  the  President,  Directors,  and  Secretary. 
All  moneys  received  by  the  General  Superintendent  shall  be  imme- 
diately paid  over  to  the  Treasurer,  and  a  report  of  the  amount,  and 
the  source  from  whence  it  was  received,  handed  to  the  Secretary. 

In  case  of  accident  upon  the  road,  he  shall  immediately  report  the 
fact  to  the  President,  and  institute  a  thorough  investigation  into  the 
causes  which  led  to  it,  the  result  of  which  shall  be  reported  in  writing 
to  the  Board. 

The  Secretary  shall  have  charge  of  the  Accounting  Department. 
He  shall  record  all  office  bills,  and  petty  expenses  of  the  office,  when 
approved  by  the  Board  or  Committee  of  Accounts,  also  all  bills  on 
special  contracts,  and  bills  for  current  supplies  for  the  Transportation 
Department,  and  for  the  construction  and  equipment  of  the  road,  when 
the  same  have  been  approved  by  the  Committee  of  Accounts,  and  shall 
charge  them  off,  and  enter  them  to  their  proper  accounts,  before  hand- 
ing them  to  the  Treasurer  for  payment.  He  shall  record  all  Pay  Rolls, 
and  charge  off  and  enter  them  to  their  proper  accounts,  before  being 
filed  away  by  the  Treasurer.  He  shall  not  enter  any  bill  or  claim 
unless  certified  by  the  proper  officer,  and  approved  by  the  Committee 
of  Accounts;  except  for  services  paid  for  by  Pay  Rolls  at  established 
rates,  and  purchases  by  the  General  Superintendent,  under  authority 
of  the  Committee  of  Accounts. 

The  expense  account  shall  be  kept  by  him  under  the  following 
heads,  to  be  subdivided  respectively,  as  follows,  viz: 

Construction  and  Equipment  Account. 
Conducting  Transportation  Account. 

Construction  and  Equipment  to  include  all  expenses  chargeable  to 
capital  stock  account. 


124  A  PRACTICAL  TREATISE  ON 

Conducting  Transportation  to  include  all  expense  connected  with  the 
working  of  the  road,  repairs  of  track,  repairs  of  cars,  repairs  of  build- 
ings, and  the  keeping  and  maintaining  the  road,  its  fixtures  and  equip- 
ments in  its  original  order  for  efficiency. 

The  items  of  each  account  shall  be  the  following,  viz : 

CONSTRUCTION   AND   EQUIPMENT. 

Eight  of  Way.  Incidentals. 

Real  Estate.  Cars. 

Buildings  and  Fixtures.  Horses. 

Graduation  and  Masonry.  Harness. 

Track  and  Fixtures.  Tools  and  Machinery.    ,',  .fc  r, 

Salaries  of  Officers. 

CONDUCTING   TRANSPORTATION. 

Tools.  Horses. 

Iron  Rails.  Harness. 

Wooden  Stringers  and  Ties.  Feed. 

Frogs  and  Switches.  Stable  Labor  and  Expenses. 

Chairs  and  Spikes,  Watchmen. 

Paving  Materials.  Conductors, 

Labor — Repairing  Track.  Drivers. 

Repairs  of  Cars.  Dispatchers  and  Assistants. 

Repairs  of  Buildings.  Taxes. 

Rent  and  Furniture.  Stationery  and  Printing. 

Gas.  Salaries  of  Officers. 

Oil.  Incidentals. 

Fuel. 

The  Secretary  shall  know  that  all  officers  and  agents  of  the  Com- 
pany, whose  duties  require  that  they  shall  give  bonds  to  the  Company, 
have  had  the  same  properly  made  out  and  executed  in  legal  form,  and 
shall  present  them  to  the  Board  of  Directors  for  approval,  and  after  ap- 
proved by  the  Board  shall  file  them  away  in  the  General  Office  of  the 
Company. 

The  Secretary  shall  keep  a  regular  record  of  the  proceedings  of  the 
Board  of  Directors  of  the  Company ;  give  notice  to  the  members  of  all 


STREET  OB  HORSE-POWER  RAILWAYS.  125 

stated  and  special  meetings,  and  shall  attend  the  meetings  of  all  stand- 
ing or  special  committees  when  required. 

He  shall  give  at  least  twenty  days  notice  of  the  annual  meeting  of 
the  Stockholders,  and  ten  days  notice  of  any  other  general  or  special 
meetings  of  the  Stockholders. 

He  shall  receive  from  the  Treasurer  all  old  certificates  of  stock,  im- 
mediately after  their  transfer,  shall  see  that  they  have  been  canceled, 
and  make  a  record  of  the  same,  and  file  them  away  in  the  general 
office  of  the  Company. 

He  shall  furnish  the  chairman  of  the  Committee  of  Accounts,  (whose 
duty  it  shall  be  to  submit  the  same  to  the  Board)  on  the  Monday  pre- 
ceding the  stated  meeting  in  each  month,  a  detailed  statement  of  ex- 
penditures of  the  last  current  month,  under  their  proper  heads,  as  here- 
inbefore provided,  and  shall  perform  such  other  duties  as  the  Board  of 
Directors  may  require. 

The  Treasurer  shall  give  bond,  with  one  or  more  sureties,  to  be  ap- 
proved of  by  the  Board  of  Directors,  in  the  sum  of  not  less  than  ten 
thousand  dollars,  nor  more  than  twenty  thousand  dollars,  for  the  faith- 
ful performance  of  all  his  duties. 

He  shall  keep  a  regular  set  of  books,  containing  the  accounts  of  the 
Company,  and  of  all  the  funds  of  the  Company  that  may  pass  through 
his  hands,  and  shall  keep  a  separate  account  as  Treasurer  in  such  bank 
or  banks  as  the  Board  of  Directors  may  from  time  to  time  direct. 

He  shall  on  the  Monday  preceding  each  stated  meeting  of  the  Board, 
submit  to  the  chairman  of  the  Committee  of  Accounts,  (whose  duty  it 
shall  be  to  submit  the  same  to  the  Board),  a  statement  of  the  financial 
condition  of  the  Company,  as  it  stood  on  the  last  day  of  the  preceding 
month,  and  at  the  stated  meetings  of  January  and  July,  of  each  year, 
a  complete  statement  of  his  account  for  the  six  months  previous,  end- 
ing on  the  last  days  of  June  and  December,  of  each  year,  and  shall 
also  prepare  a  full  statement  of  the  finances  of  the  Company,  to  be  sub- 
mitted to  the  Stockholders  at  their  annual  meeting. 

The  Receiving  Agents  of  the  Company  shall  pay  over  their  collec- 
tions to  the  Treasurer,  daily,  or  oftener  if  required  to  do  so  by  the 
Board. 

In  all  cases  where  the  receipt  of  money  is  not  otherwise  provided 
for,  the  collections  shall  be  made  by  the  General  Superintendent,  and 


126  A  PRACTICAL  TREATISE  ON 

on  its  receipt  by  him,  shall  be  immediately  paid  over  to  the  Treasurer, 
and  a  memorandum  of  the  same  transmitted  to  the  Secretary. 

The  Treasurer  shall  attend  at  the  office  of  the  Company  during  busi- 
ness hours,  and  whenever  required,  and  shall  take  charge  of  all  the 
funds  of  the  Company,  and  make  disbursements  from  the  same,  as  di- 
rected by  the  Board  of  Directors. 

He  shall  be  entrusted  with  all  the  funds  of  the  Company,  and  in  con- 
nection with  the  President,  issue  and  transfer  its  stock,  bonds,  or  other 
securities,  which  may  from  time  to  time  be  authorized  by  the  Board  of 
Directors. 

His  books  shall  be  open  at  all  times  to  the  inspection  of  the  Presi- 
dent or  any  member  of  the  Board  of  Directors;  all  checks  shall  be 
signed  by  the  President  and  countersigned  by  the  Treasurer;  all  his 
office  bills  shall  be  approved  by  the  Committee  of  Accounts,  and  en- 
dorsed to  their  proper  account,  and  entered  by  the  Secretary  before 
being  paid.  All  other  bills  before  being  paid  by  him,  shall  have  been 
approved  by  the  Committee  of  Accounts,  and  endorsed  and  entered  to 
their  proper  account  by  the  Secretary,  except  payments  for  services  ac- 
counted for  by  Pay  Roll,  to  which  the  receipts  of  the  persons  to  whom 
it  is  due  is  attached,  and  cash  purchases  of  the  General  Superintendent 
under  special  authority. 

The  accounts  of  the  Treasurer  shall  be  audited  by  the  Committee  of 
Accounts,  or  the  chairman  thereof. 

All  cases  of  defalcation,  or  any  want  of  promptness  or  obedience  on 
the  part  of  any  officer  or  agent  of  the  Company,  in  making  his  returns 
to  the  Treasurer,  shall  be  immediately  reported  by  him  to  the  Presi- 
dent and  to  the  Board  of  Directors. 

There  shall  be  appointed  by  the  Board  of  Directors,  two  officers,  to 
be  denominated  Receivers. 

They  shall  be  nominated  by  the  President  to  the  Board  of  Directors. 

It  shall  be  their  duty  to  take  from,  and  receipt  to  each  Conductor, 
the  amount  of  cash  collected  by  him  on  each  trip,  to  receive  and  record 
the  number  of  tickets  taken  up  which  were  issued  by  connecting  roads, 
and  to  record  such  other  evidences  of  indebtedness  of  other  roads  to 
this  Company,  as  Conductors  are  required  to  report ;  and  also  report 
the  same  to  the  Treasurer,  who  shall  make  the  necessary  entries  thereof 
in  the  books  of  the  Company. 


STREET  OR  HORSE-POWER  RAILWAYS.  127 

It  shall  be  their  duty  to  pay  over  to  the  Treasurer  daily,  all  moneys 
received,  and  all  evidences  of  indebtedness  by  connecting  roads. 

They  shall  keep  a  permanent  record  of  the  receipts  per  trip  and  per 
day  of  each  Conductor,  and  shall  perform  such  other  duties,  and  keep 
such  other  records  as  the  Board  may  from  time  to  time  direct. 

The  books  shall  be  open  to  the  inspection  only  of  the  President,  the 
members  of  the  Board  of  Directors,  the  Treasurer,  Secretary,  and  the 
General  Superintendent. 

All  persons  connected  with  the  Transportation  Department,  shall  be 
under  the  supervision  and  direction  of  the  General  Superintendent,  and 
those  whose  compensation  consists  of  a  stipulated  fixed  sum  per  day  or 
month,  shall  devote  their  whole  time  to  the  services  and  interests  of 
the  Company,  unless  exempted  therefrom  by  the  Board  of  Directors. 

All  officers  and  agents  who  may  by  virtue  of  their  office,  receive 
money  on  account  of  the  Company,  shall  give  security  for  the  faithful 
discharge  of  their  duties,  in  such  sums  as  shall  be  required  by  the 
Board  of  Directors,  unless  exempted  therefrom  by  the  Board  of  Di- 
rectors. 

All  payments  to  regular  employees  of  the  Company  shall  be  by  Pay 
Roll,  to  which  the  veritable  signature  of  the  employee  must  be  attached, 
and  crosses  or  marks  of  those  incapable  of  writing  their  name,  must  be 
witnessed. 

All  payments  for  purchases  for  current  supplies,  and  for  all  expenses 
other  than  labor  or  services,  shall  be  made  on  presentation  of  the  bill 
to  the  Treasurer,  certified  by  the  proper  officer,  approved  by  the  Com- 
mittee of  Accounts,  and  endorsed  by  the  Secretary. 

The  Board  shall  fix  the  compensation  of  all  officers  and  agents  created 
by  this  organization,  the  wages  of  the  subordinates  shall  be  fixed  by 
the  head  of  the  department,  subject  to  the  approval  of  the  Board. 

The  appointment  of  all  other  employees,  and  the  defining  of  their 
powers  and  duties,  is  vested  in  the  General  Superintendent,  who  shall 
be  held  responsible  to  the  Board  for  the  good  conduct  of  all  the  em- 
ployees in  his  department,  and  shall  have  the  power  of  dismissal,  when 
he  thinks  it  for  the  interest  of  the  Company,  and  shall  report  imme- 
diately the  cause  thereof  to  the  Board. 

In  case  of  vacancy  in  the  head  of  a  department,  the  President  shall 
make  a  temporary  appointment  to  fill  the  vacancy,  until  the  next  stated 


128  A  PRACTICAL  TREATISE  ON 

meeting  of  the  Board  of  Directors,  which  shall  be  valid  until  a  perma- 
nent appointment  is  made  by  the  Board. 

No  person  addicted  to  the  use  of  intoxicating  drinks,  or  who  is  habit- 
ually vicious,  profane,  or  uncivil  in  his  deportment,  shall  be  employed 
or  continued  in  the  service  of  this  Company. 

No  officer  or  employee  shall  be  permitted  to  be  absent  from  the  duties 
of  his  post,  without  the  assent  of  the  Board,  the  President,  or  the  head 
of  the  department  to  which  he  belongs. 

Free  tickets  shall  be  given  by  the  President  only,  under  general 
powers  conferred  by  the  Board. 

The  General  Superintendent  shall  have  power  to  issue  passes  to  per- 
sons in  the  employ  of  the  Company,  when  he  thinks  it  to  the  interest 
of  the  Company  to  do  so.  All  Conductors  are  prohibited  from  allow- 
ing any  free  travel,  except  on  free  tickets  thus  authorized. 


AN  ACT 

RELATIVE   TO   THE     CONSTRUCTION   OP    RAILROADS   IN   CITIES. 

Passed  April  4th,  1854. 

The  People  of  the  State  of  New  York  represented  in  Senate  and 
Assembly,  do  enact  as  follows  : 

SECT.  1.  The  Common  Councils  of  the  several  cities  of  this  State 
shall  not  hereafter  permit  to  be  constructed  in  either  of  the  streets  or 
avenues  of  the  said  city  a  railroad  for  the  transportation  of  passengers 
which  commences  and  ends  in  said  city,  without  the  consent  of  a  ma- 
jority in  interest  of  the  owners  of  property  upon  the  streets  in  which 
said  railroad  is  to  be  constructed  being  first  had  and  obtained ;  for  the 
purpose  of  determining  what  constitutes  said  majority  in  interest 
reference  shall  be  had  to  the  assessed  value  of  the  whole  located  upon 
such  street  or  avenue. 

SECT.  2.  After  such  consent  is  obtained,  it  shall  be  lawful  for  the 
Common  Council  of  the  city  in  which  such  street  or  avenue  is  located 


STREET  OR  HORSE-POWER  RAILWAYS.  129 

to  grant  authority  to  construct  and  establish  such  railroad  upon  such 
terms,  conditions  and  stipulations  in  relation  thereto  as  such  Common 
Council  may  see  fit  to  prescribe.  But  no  such  grants  shall  be  made, 
except  to  such  person  or  persons  as  shall  give  adequate  security  to  com- 
ply, in  all  respects,  with  the  terms,  conditions  and  stipulations  so  to  be 
prescribed  by  such  Common  Council,  and  will  agree  to  carry  and  con- 
vey passengers  upon  said  railroad  at  the  lowest  rates  of  fare,  nor  shall 
such  grants  be  made  until  public  notices  of  intention  to  make  the  same, 
and  of  the  terms,  conditions  and  stipulations  upon  which  it  will  be 
given,  and  inviting  proposals  therefor,  at  a  specified  time  and  place, 
shall  be  published  under  the  direction  of  the  Common  Council  in  one 
or  more  of  the  principal  newspapers  published  in  the  city  in  which  such 
railroad  is  proposed  to  be  authorized  and  constructed. 

SECT.  3.  This  Act  shall  not  be  held  to  prevent  the  construction, 
extension  or  use  of  any  railroad  in  any  of  the  cities  of  this  State  which 
have  already  been  constructed  in  part,  but  the  respective  parties  and 
companies  by  whom  such  roads  have  been  in  part  constructed,  and  their 
a-signs,  are  hereby  authorized  to  construct,  complete,  extend  and  use 
such  roads  in  and  through  the  streets  and  avenues  designated  in  the 
respective  grants,  licenses,  resolutions  or  contracts  under  which  the 
same  have  been  so,  in  part,  constructed,  and  to  that  end  the  grants, 
licenses,  and  resolutions  aforesaid  are  hereby  confirmed. 


AN  ORDINANCE 

TO  REGULATE  PASSENGER  RAILWAYS. 

SECT.  1.  The  Select  and  Common  Councils  of  the  City  of  Philadel- 
phia do  ordain,  that  all  Passenger  Railroad  Companies  within  the  city 
of  Philadelphia  shall  be  subject  to  the  restrictions,  limitations,  terms 
and  conditions  hereinafter  provided;  and  any  such  company,  before 
entering  upon  any  road,  street,  avenue  or  alley,  within  the  limits  of 
said  city,  shall  be  understood  and  deemed  to  be  subject  thereto,  upon 
the  conditions  hereinafter  prescribed. 

SECT.  2.  That  it  shall  be  the  duty  of  said  companies,  or  any  of  them, 
to  conform  to  the  surveys,  regulations  and  gradients  as  they  are  now  or 


130  A  PRACTICAL  TREATISE  ON 

may  hereafter  be  established  by  law.  They  shall  submit  all  proposed 
plans,  courses,  styles  of  rails,  and  the  manner  of  laying  the  same,  to 
the  Board  of  Surveys  and  Regulations,  for  their  approval  and  sanction, 
which  shall  be  obtained  before  they  proceed  to  break  ground  or  occupy 
any  of  the  highways  as  aforesaid  ;  and  they  shall  be  further  required 
to  lay  flag-stones  or  crossings  along  the  line  of  the  paved  streets  upon 
which  the  rails  are  laid,  at  intervals  not  exceeding  two  hundred  and 
fifty  feet;  and  any  neglect,  omission  or  refusal  to  do  so  on  the  part  of 
any  such  company,  shall  be  punishable  by  a  fine  of  not  less  than  fifty 
dollars  for  each  and  every  offence,  recoverable  before  any  Alderman  of 
the  city  of  Philadelphia,  and  payable  into  the  City  Treasury. 

SECT.  3.  That  all  railroad  companies,  as  aforesaid,  shall  be  at  the 
entire  cost  and  expense  of  maintaining,  paving,  repairing  and  repaving 
that  may  be  necessary  upon  any  road,  street,  avenue  or  alley  occupied 
by  them.  That  for  the  convenience  of  the  public,  it  shall  also  be  the 
duty  of  such  companies  to  clear  the  streets,  or  other  public  highways 
that  they  may  occupy,  of  snow  or  any  obstructions  placed  therein  by 
such  companies,  when  the  same  impedes  the  travel  upon  said  highways, 
and  for  any  neglect  on  their  part  to  do  so  for  a  period  of  five  days,  they 
shall  be  punishable  by  a  fine  of  twenty  dollars  for  each  square  that 
may  be  so  impeded,  recoverable  before  any  Alderman  of  the  city  of 
Philadelphia,  and  payable  into  the  City  Treasury,  upon  a  complaint  of 
five  citizens  residing  therein,  upon  oath  or  affirmation :  provided,  never- 
theless, that  whenever  any  such  company  shall  deem  it  inexpedient  to 
use  their  said  road  during  the  continuance  of  the  snow,  they  shall  pro- 
vide comfortable  sleighs,  or  other  suitable  vehicles  for  the  transporta- 
tion of  passengers  along  the  route  of  their  railway  at  the  usual  rates 
as  aforesaid ;  then,  and  in  that  case,  no  such  penalty  shall  be  re- 
coverable. 

SECT.  4.  That  it  shall  be  the  duty  of  any  Company,  as  aforesaid, 
when  requested  so  to  do  by  the  Chief  Commissioner  of  Highways,  to 
remove  any  obstruction,  mend  or  repair  their  road,  pave  or  repave  the 
highways,  as  herein  before  provided,  and  should  they  refuse  or  neglect 
to  do  so  for  ten  days  from  the  date  of  such  notice,  then  and  in  such 
case  the  Councils  may  forbid  the  running  of  any  car  or  cars  upon  the 
said  road  until  the  same  is  fully  complied  with ;  and  the  city  reserves 
the  right  in  all  such  cases  to  repair  or  repave  such  streets,  and  the  ex- 
pense thereof  shall  be  a  judgment  upon  the  road,  stock  and  effects  of 


STREET  OR  HORSE-POWER  RAILWAYS.  131 

such  Company,  recoverable  as  judgments  are  now  recoverable  by  the 
city  of  Philadelphia. 

SECT.  5.  It  shall  be  the  duty  of  said  Company,  or  Companies,  to 
employ  careful,  sober  and  prudent  agents,  conductors  and  drivers, 
to  take  cbarge  of  their  car  or  cars  when  upon  the  road,  and  for  the 
violation  of  any  Act  of  Assembly,  or  Ordinance  of  the  city,  on  the 
part  of  any  such  officer,  or  officers,  or  employees  upon  said  road,  the 
Company  shall  be  liable  to  all  fines,  forfeitures  or  damages  therefrom : 
provided,  however,  that  this  act  shall  not  be  taken  to  excuse  or  free 
any  such  officer  or  employee  from  the  penalties  or  responsibilities  of 
any  such  violations,  or  other  acts  by  them  committed. 

SECT.  6.  The  running  speed  of  the  cars,  upon  any  city  Passenger 
Railroad,  shall  not  at  any  time  be  at  a  greater  rate  than  six  miles  an 
hour,  in  the  paved  and  built-up  portions  of  the  city,  nor  shall  they  in- 
commode the  crossings,  nor  stop  at  the  corners  of  any  street  or  else- 
where, to  solicit  passengers.  It  shall  also  be  the  duty  of  conductors 
and  drivers  of  the  cars  to  give  ample  notice  to  drivers  of  vehicles  and 
pedestrians  of  their  approach,  and  also  to  afford  all  reasonable  oppor- 
tunity for  them,  or  either  of  them,  to  avoid  collision  or  accident;  and 
any  neglect  by  them  to  comply  with  the  provision  of  this  section  shall 
be  punished,  by  a  fine  of  five  dollars,  to  be  recovered  before  any  Alder- 
man of  the  city,  and  paid  into  the  City  Treasury,  and  the  Mayor  of  the 
city  is  in  such  cases  empowered  to  revoke  the  license  of  such  car  or 
cars,  and  they  shall  not  be  permitted  to  be  again  placed  on  the  road 
until  such  license  is  renewed. 

SECT.  7.  It  shall  be  incumbent  on  all  Railroad  Companies,  as  afore- 
said, before  placing  cars  upon  their  road,  to  pay  into  the  office  of  the 
Chief  Commissioner  of  Highways,  and  annually  thereafter,  for  the  use 
of  the  city,  the  sum  of  five  dollars  for  each  car  intended  to  run  on  the 
same.  They  shall  also  have  the  number  painted  in  some  conspicuous 
place  upon  each  car;  and  any  omission,  or  neglect,  to  comply  with 
either  of  these  provisions,  shall  be  punishable  by  a  fine  of  ten  dollars, 
to  be  recovered  on  complaint  before  any  Alderman  of  the  city,  who 
shall  pay  the  same  forthwith  into  the  City  Treasury. 

SECT.  8.  The  Directors  of  any  such  Company  or  Companies  shall, 
immediately  after  the  completion  of  any  Passenger  Railroad  in  the 
city,  file,  in  the  office  of  the  City  Solicitor,  a  detailed  statement,  under 


132  A  PRACTICAL  TREATISE  ON 

the  seal  of  the  Company,  and  certified  under  oath  or  affirmation  by  the 
President  and  Secretary,  of  the  entire  cost  of  the  same ;  and  the  city 
of  Philadelphia  reserves  the  right  any  time  to  purchase  the  same,  by 
paying  the  original  cost  of  said  road  or  roads,  and  cars,  at  a  fair  valua- 
tion. And  any  such  Company  or  Companies  refusing  to  consent  to 
such  purchase,  shall  thereby  forfeit  all  privileges,  rights  and  immu- 
nities they  may  have  acquired  in  the  use  or  possession  of  any  of  the 
highways  as  aforesaid ;  or  should  any  such  Company  or  corporation 
neglect  to  run  cars  upon  their  road  or  roads  for  the  accommodation  of 
the  public,  for  the  space  of  three  consecutive  months,  the  Councils 
reserve  the  right  to  rent  the  same  to  any  other  person  or  persons,  com- 
pany or  companies,  who  will  be  willing  to  run  cars  on  the  same ;  or  in 
the  event  of  the  Councils,  as  aforesaid,  being  unable  to  rent  said  road, 
or  to  place  cars  upon  the  same  for  one  year  after  the  same  shall  have 
been  abandoned,  as  aforesaid,  by  the  Company  constructing  or  owning 
the  same,  then  and  in  such  case,  the  Councils  reserve  the  right  to 
cause  the  said  road  to  be  removed  from  the  highways,  and  to  sell  or 
dispose  of  the  materials  thereof,  and  after  paying  all  expenses  arising 
therefrom,  pay  the  balance,  if  any,  to  the  legal  representatives  of  the 
said  defaulting  Company. 

SECT.  9.  Any  Passenger  Railroad  Company,  which  is  now  or  may 
hereafter  be  incorporated  in  the  city  of  Philadelphia,  shall,  by  their 
proper  officer  or  officers,  who  shall  sign  the  same,  file  in  the  office  of 
the  City  Solicitor  a  written  obligation  to  comply  with  the  provisions  of 
this  ordinance :  provided,  that  no  Railroad  Company  now  incorporated 
shall  be  authorized  to  commence  work  upon  any  of  the  highways  of 
the  city  until  this  section  has  been  complied  with;  and  a  failure  to  do 
so  for  ten  days  shall  be  taken  and  deemed  as  a  refusal  on  the  part  of 
such  Company;  and  in  case  the  Philadelphia  and  Delaware  River 
Railroad  Company  should  fail  to  comply  with  the  provisions  of  this 
section,  on  or  before  the  eighth  of  July,  proximo,  the  City  Councils 
hereby  express  their  disapproval  of  an  Act,  entitled  "  A  Supplement 
to  an  Act  to  incorporate  the  Philadelphia  and  Delaware  River  Railroad 
Company,"  approved  June  9,  1857,  which  provides  for  the  construc- 
tion of  a  Passenger  Railway,  by  a  private  corporation,  over  Fifth  and 
Sixth  streets,  in  the  city  of  Philadelphia. 


STREET  OR  HORSE-POWER  RAILWAYS.  133 


RULES  AND  REGULATIONS 

To  be  observed  on  the  several  Street  Railroads  in  the  City  of  Boston, 
where  Cars  are  drawn  by  Horses. 

[Prescribed  by  the  Mayor  and  Aldermen,  June  27,  1857,  and  Janu- 
ary 18,  1859.] 

In  the  exercise  of  the  rightful  power  reserved  to  this  Board  in  the 
several  and  respective  charters  of  the  Metropolitan,  Cambridge,  Dor- 
chester Avenue,  Middlesex  and  Broadway  Railroads,  it  is 

Ordered,  That  the  following  rules  shall  be  observed  by  the  officers, 
agents  and  servants  of  the  aforesaid  corporations,  in  the  mode  of  using 
the  rails  of  their  respective  roads  in  the  streets  of  Boston ;  and  the 
same  rules  shall  be  applied  to  all  other  railroads  which  may  hereafter 
be  located  in  the  streets  of  Boston. 

First. — No  car  shall  be  drawn  at  a  greater  speed,  in  the  city  proper, 
in  any  street  north  of  Dover  street  and  the  Federal  street  bridge,  than 
five  miles  an  hour,  nor  in  any  other  street  in  the  city,  at  a  greater 
speed  than  seven  miles  an  hour. 

Second. — While  the  cars  are  turning  the  corners,  from  one  street  to 
another,  the  horses  shall  not  be  driven  faster  than  a  walk. 

Third. — Cars  driven  in  the  same  direction  shall  not  approach  each 
other  within  a  distance  of  three  hundred  feet,  except  in  case  of  acci- 
dent, when  it  may  be  necessary  to  connect  two  cars  together,  and  also, 
except  at  stations. 

fourth. — Cars  running  in  different  directions  shall  not  be  allowed  to 
stop  abreast  each  other,  except  at  stations. 

Fifth. — No  car  shall  be  allowed  to  stop  on  a  cross  walk,  nor  in  front 
of  an  intersecting  street,  except  to  avoid  collisions,  or  to  prevent  dan- 
ger to  persons  in  the  street. 

Sixth. — When  the  conductor  of  any  car  is  required  to  stop  at  the 
intersection  of  two  streets  to  receive  or  land  passengers,  the  car  shall 
be  stopped  so  as  to  leave  the  rear  platform  slightly  over  the  farther 
crossing. 

Seventh. — The  conductors  and  drivers  of  each  car  shall  keep  a  vigi- 
lant watch  for  all  teams,  carriages,  persons  on  foot,  and  especially 
children,  either  on  the  track  or  moving  in  the  direction  of  the  track ; 
and  on  the  first  appearance  of  danger  to  such  teams,  carriages,  persons 


134  A  PRACTICAL  TREATISE  ON 

or   children,   or  other  obstruction,  the  cars  shall  be  stopped  in  the 
shortest  time  and  space  possible. 

Eighth. — The  conductors  shall  not  allow  ladies  or  children  to  enter 
or  leave  the  cars  while  in  motion.  Other  passengers  may  be  allowed 
to  enter  the  cars  and  depart  therefrom,  while  the  cars  are  at  a  full  stop, 
or  nearly  stopped. 

Ninth. — Conductors  shall  announce  to  the  passengers  the  names  of 
the  squares  and  principal  streets  as  the  car  reaches  them. 

Tenth. — Whenever  there  shall  occur  a  fall  of  snow  of  sufficient  depth 
to  allow  vehicles  to  pass  over  the  same  on  runners,  no  snow  plough 
shall  be  allowed  to  pass  over  the  several  tracks  of  the  Street  or  Horse 
Railroad  Corporations,  within  the  limits  of  the  City  of  Boston,  nor 
shall  the  respective  corporations  cause  or  allow  snow  to  be  removed 
from  their  several  tracks  without  consent  being  first  obtained  of  the 
Superintendent  of  Streets,  with  the  approbation  of  the  Committee  on 
Paving.  The  consent  for  the  removal  of  the  snow  for  the  opening  of 
the  tracks  being  refused,  the  several  corporations  are  authorized  to  use 
a  sufficient  number  of  sleighs  to  convey  passengers  requiring  a  transit 
over  their  respective  roads,  day  by  day,  until  the  cars  can  be  used  on 
the  tracks. 

Eleventh.— The  several  corporations  shall  not  sprinkle  salt  or  any 
article  of  a  decomposing  nature  on  their  tracks  or  rails,  or  cause  or 
allow  the  same  to  be  done  by  any  of  their  agents,  for  the  purpose  of 
melting  the  snow ;  or  wash,  or  cause  to  be  washed  by  any  of  their 
agents,  the  said  tracks  and  rails  with  brine  or  pickle,  for  a  like  purpose, 
unless  a  permit  is  granted  by  the  Superintendent  of  Streets  allowing 
the  same  to  be  done,  and  said  permit  shall  only  be  granted  when  the 
use  of  said  articles  will  not  be  detrimental  to  vehicles  on  runners 
crossing  the  tracks  and  rails. 

Twelfth. — The  several  corporations  shall  place  and  keep  placed,  a 
printed  copy  of  all  the  rules  and  regulations  of  the  board  of  Aldermen, 
in  a  conspicuous  position  in  each  car  run  upon  their  respective  roads. 


STREET  OR  HORSE  POWER  RAILWAYS.  135 


AN  ACT 

CONCERNING  THE    ANNUAL  RETURNS  OP  HORSE  OR  STREET  RAILROADS 
IN  THE  COMMONWEALTH  OF  MASSACHUSETTS. 

Be  it  enacted  by  the  Senate  and  Mouse  of  Representatives,  in  Gene- 
ral Court  assembled,  and  by  the  authority  of  the  same,  SECT.  1.  That 
every  horse  or  street  railroad  corporation  that  has  been,  or  may  be 
hereafter  incorporated,  shall,  instead  of  the  return  now  required  from 
them  by  law,  hereafter  render  to  the  Secretary  of  the  Commonwealth, 
on  or  before  the  fifteenth  day  of  October  of  each  year,  a  return,  that 
shall  embrace  full  and  complete  information  upon  the  several  items 
hereafter  enumerated. 

CONDITION  OF  THE  COMPANY. 

Capital  stock,  fixed  by  charter. 

Capital  stock,  as  voted  by  the  company. 

Capital  stock  paid  in,  in  cash. 

Capital  stock  paid  in,  in  work  and  materials,  by  contractors  and  others. 

Funded  debt. 

Floating  debt. 

Total  debt. 

Amount  of  above  debt  secured  by  mortgage  of  the  road  and  franchise, 

or  any  property  belonging  to  the  corporation,  or  standing  in  its  name. 
Number  of  mortgages  on  road  and  franchise,  or  any  property  of  the 

corporation,  specifying  the  number  and  amount  of  mortgages  on  road 

and  franchise,  and  each  kind  of  property. 
Amount  of  assets  on  hand,  exclusive  of  the  road  and  equipment,  and 

exclusive  of  all  property  on  hand,  used,  or  which  is  to  be  used,  in 

running  the  road  and  keeping  it  in  repair. 

COST  OF  THE  ROAD: 

Amount  expended  for  labor  in  excavating  for  the  track,  laying  founda- 
tion, and  rails. 

Amount  expended  for  timber  for  foundation. 

Amount  expended  for  iron  and  other  metal  for  rails,  chairs,  spikes,  or 
other  articles,  used  in  building  the  road. 
.-      8 


136  A  PRACTICAL  TREATISE  ON 

Amount  expended  for  paving. 

Amount  expended  for  paving  stones. 

Amount  expended  for  engineering. 

Amount  expended  for  interest,  salaries  of  officers  during  construction 
of  road,  and  other  expenses  not  included  in  any  of  the  above  items, 
which  have  been  included  on  the  books  of  the  company  in  the  cost 
of  the  road,  not  including  items  of  equipment 'or  running  expenses 
as  mentioned  below. 

Total  cost  of  road. 

Amount  included  in  the  present  and  in  past  years  among  the  running 
expenses  for  estimated  or  actual  depreciation  of  the  road. 

Net  cost  of  road. 

COST   OF  EQUIPMENT. 

Number  of  cars,  and  cost. 

Number  of  horses,  and  cost  , .  ,    . 

Cost  of  omnibuses,  sleighs  and  other  vehicles,  excepting  cars,  owned  by 
the  company. 

Cost  of  land  and  buildings  thereon  when  purchased. 

Cost  of  buildings  used  for  offices,  stables,  &c.,  erected  by  the  company, 
or  standing  on  land  not  owned  by  the  company. 

Cost  of  other  articles  of  equipment,  specifying  what. 

Total  cost  of  equipment. 

Amount  included  in  the  present  and  in  past  years,  in  the  running  ex- 
penses, for  estimated  or  actual  depreciation  of  any  of  the  above  items. 

Net  amount  at  which  the  equipment  stands  charged  on  the  books  of 
the  company. 

CHARACTERISTICS   OF   THE   ROAD. 

Length  of  single  main  track. 

Length  of  double  main  track. 

Total  length  of  road. 

Length  of  branches  owned  by  the  company,  stating  whether  they  have 
a  single  or  double  track. 

Aggregate  length  of  switches,  sidings,  turnouts,  and  other  track,  ex- 
cepting main  track  and  branches. 

Total  length  of  rail. 

Weight  of  rail  used  per  yard,  specifying  whether  of  cast  or  rolled  iron. 

Maximum  grade  per  mile  on  road,  with  length  of  grade. 


STREET  OR  HORSE-POWER  RAILWAYS.  137 

Shortest  radius  of  curvature,  with  length  of  curve, 

Greatest  length  of  single  track  on  road  between  two  turnouts. 

Total  length  of  main  track  which  is  paved. 

DOINGS  DURING   THE   YEAE. 

Total  number  of  miles  run  during  the  year. 

Number  of  passengers  carried  in  the  cars. 

Rate  of  speed  adopted,  including  stops  and  detentions. 

Rate  of  speed  actually  attained,  including  stops  and  detentions. 

Number  of  persons  employed  regularly,  specifying  the  occupations  of 

each. 

Total  number  of  trips  run  during  the  year. 
Average  number  of  passengers  each  trip. 

EXPENDITURES   FOR  WORKING  THE  ROAD. 

For  repairs  of  road,  including  repairs  of  foundation,  renewals  of  iron 
and  renewals  of  pavement. 

For  general  repairs,  including  repairs  of  cars,  omnibuses,  and  har- 
nesses, and  for  shoeing  horses. 

For  repairs  of  real  estate,  including  repairs  of  buildings  used  as  stables,, 
offices,  or  for  any  other  purposes,  by  the  company. 

For  wages,  including  the  wages  of  every  person  regularly  employed,, 
excepting  the  president,  directors,  superintendent  and  treasurer. 

For  interest. 

For  taxes  and  insurance. 

For  tolls  paid  other  companies  for  the  right  to  pass  over  their  roads. 

-For  rent  paid  other  companies  for  use  of  their  roads. 

For  provender — to  include  cost  of  hay,  grain,  straw,  or  other  articles 
used  for  the  food  and  bedding  of  horses. 

For  miscellaneous  articles  purchased  during  the  year — such  as  har- 
nesses, blankets,  &c.,  the  use  of  which  continues  for  one  or  more 
years — and  not  included  in  the  cost  of  equipment. 

For  loss  of  horses — that  is  to  say,  the  difference  between  the  present 
estimated  value  of  the  horses  owned  by  the  company  subtracted  from 
•the  estimated  value  of  those  on  hand  at  the  commencement  of  the 
year,  added  to  the  cost  of  those  purchased  during  the  year ;  or  if  this- 
is  the  first  report  of  the  company,  then  the  difference  between  the 
estimated  value  of  the  horses  on  hand  and  their  cost — giving  the 
present  average  estimated  value  of  each  horse. 


138  A  PRACTICAL  TREATISE  ON 

For  incidental  expenses — to  include  printing,  president,  directors,  trea- 
surer and  superintendent's  salaries,  and  all  expenses  other  than  those 
belonging  to  the  actual  working  of  the  road. 
For  all  other  expenses. 

For  amount  charged  on  the  company's  books  during  the  year  for  esti- 
mated or  actual  depreciation  of  the  following  property  :  — 
Cars. 
Horses. 
Omnibuses. 
Real  Estate. 
Road. 
Other  property. 

EARNINGS. 

Received  from  passengers  in  cars  and  omnibuses,  and  for  tickets  sold. 

From  other  roads,  as  toll  or  rent  for  use  of  road. 

From  United  States  mails. 

For  sales  of  manure. 

From  other  sources. 

Total  earnings. 

Net  earnings,  after  deducting  expenses. 

Surplus  earnings  of  previous  year  on  hand. 

Net  earnings  as  above. 

Total  surplus  for  payment  of  dividends. 

Dividends  declared  during  the  year. 

Total  percentage  of  dividends  for  the  year. 

Present  surplus, 

MISCELLANEOUS. 

Increase  during  the  year — 

Of  capital  stock  as  fixed  by  charter. 

Of  capital  stock  as  voted  by  the  company. 

Of  capital  stock  paid  in. 
Increase  of  funded  debt,  during  the  year. 
Increase  of  floating  debt,  during  the  year. 
Decrease  of  funded  debt  during  the  year. 
Decrease  of  floating  debt,  during  the  year. 
Increase  of  mortgage  debt,  during  the  year. 


STREET  OR  HORSE-POWER  RAILWAYS.  130 

Decrease  of  mortgage  debt,  during  the  year. 

Increase  in  cost  of  road,  during  the  year,  including  amount  charged  for 

depreciation  thereon. 
Decrease  in  nominal  cost  of  road  by  amount  charged  for  depreciation 

thereon. 
Increase  in  cost  of  equipment,  during  the   year,  including  amount 

charged  for  depreciation  thereon. 
Decrease  in  cost  of  equipment  by  sale  of  any  portion  thereof,  or  by 

amount  charged  for  depreciation. 
List  of  accidents  on  road,  during  the  year. 

SECT.  2.  All  the  returns  required  to  be  made  by  the  first  section  of 
this  act,  shall  be  so  made  up  as  to  include  the  business  of  the  several 
companies  therein  named,  for  the  year  ending  the  thirtieth  day  of  Sep- 
tember preceding  the  time  when  the  return  shall  be  rendered  to  the 
Secretary  of  the  Commonwealth,  and  all  such  returns  shall  be  signed  by 
a  majority  of  the  directors  of  the  respective  companies,  and  be  sworn  to, 
as  the  truth. 

SECT  3.  Every  horse  or  street  railroad  corporatien  that'  shall  refuse 
or  neglect  to  render  the  return  required  by  the  first  and  second  sections 
of  this  act,  shall  forfeit  and  pay  to  the  Commonwealth  one  hundred 
dollars  for  each  and  every  day  that  they  shall  so  refuse  and  neglect  to 
make  said  return.  And  it  is  hereby  made  the  duty  of  the  Secretary  of 
the  Commonwealth  to  notify  the  attorney-general  whenever  any  of 
the  before-mentioned  corporations  shall  refuse  or  neglect  to  make  the 
returns  required  of  them  by  this  act,  and  it  shall  be  the  duty  of  the 
attorney-general  to  commence  a  suit  in  behalf  of  the  Commonwealth  at 
once,  against  said  corporation,  in  any  court  competent  to  try  the  same, 
and  to  prosecute  the  same  to  final  judgment. 

SECT  4.  It  shall  be  the  duty  of  the  Secretary  of  the  Commonwealth 
to  cause  to  be  prepared  blank  forms  of  returns,  with  spaces  for  the  in- 
sertion of  information  upon  the  several  items  mentioned  in  the  first 
section  of  this  act,  and  transmit  copies  thereof  to  the  several  corpora- 
tions mentioned  in  said  first  section. 

SECT.  5.  The  second  section  of  the  acts  of  eighteen  hundred  and 
forty-nine,  chapter  one  hundred  and  ninety-one,  shall  be  so  construed 
as  to  apply  to  all  horse  or  street  railway  corporations  that  have  been  or 
may  hereafter  be  established. 


ADVERTISEMENTS. 

THE  PHCENIX  IRON  COMPANY, 

SUCCESSORS  TO 

REEVES,    BUCK    &    CO., 

MANUFACTURERS   OF 

lwafr  fruit,  fat  $wu,  te 

HEAVY  SHIP  AND  BRIDGE  IRON,  SPIKES,  &c. 

ALSO   A    SUPERIOR   ARTICLE    OF 

TOSKBSTiF  Q>E®E1  [B&fllLtB®^©  OM 

With  continuous  lips,  and  made  to  fit  exactly  the  flanges  of  Rails. 


•a.    jA.IiT3D     L    ZI2.OI1S",    &O_ 


fT?  i  + 


ALSO,  WROUGHT  IRON   SOLID  AND  COMPOUND 

GIRDERS   &   BEAMS 

OF   ANY  REQUIRED   LENGTH,   FOR   FIRE-PROOF  BUILDINGS. 

SAMUEL  J.  REEVES,  V.  Pres't, 

No.  410  Walnut  Street,  Philadelphia. 


AGENCY  IN  NEW  YORK, 

4O  Exchange  Place, 

SAMUEL  MILLIKEN,  JR.,  Agt. 


142  ADVERTISEMENTS. 

jr^JAMES  YOCOM  & -SON, 

OTY  5!!©I  IF® MM 

No.  9  Drinker's  Alley, 

(RUNS  WEST  FROM  FRONT  STREET,  BELOW  RACE,) 

PHILADELPHIA, 


IRON    FRONTS    OF    ANY   DESIGN 

FITTED    AND    ERECTED. 

GIRDERS  of  aU  kinds  and  sizes  ;  COLUMNS  of  any  length,  and 

from  3  to  24  inches  in  diameter  ;  Shutter  Boxes  and  Lintels  ; 

Ornamental  Window  Heads  and  Sills  ;  Caps  and  Bases  for 

Pilasters  and  Columns;  Brackets  for  Balconies  and 

Cornices  ;  also,  Enriched  Mouldings  and  Fancy 

Ornaments,  and  every  variety  of 

BUILDING  IRON  WORK. 

Vault  Grates  and  Solid  Plates,  with  Frames  13,  16,  18  and  24  inches 

in  diameter  ;  Water  Conductors  3,  3  J,  4,  5  and  6  inches  in 

diameter  ;  Plain  and  Fancy  Cellar  Window  Grates, 

with  or  without  Frames  and  Bolts. 

MACHINERY  &  MILL  CASTINGS  MADE  TO  ORDER, 

For  which  we  have  a  large  assortment  of  patterns  ; 

,  IPTOILETO,  fflLY-WMIEEILO,  H&OTIES, 


PRESSES,  SHEARS,  HANGERS,  &c. 

WEBSTER'S    CELEBRATED    BARK 


IRON  WORK  FOR  CAR  BUILDERS  AND  CONTRACTORS, 


ADVERTISEMENTS.  143 

BURDEN'S  HORSE  &  MULE  SHOES,  , 

MANUFACTURED  AT  THE 

rmt 

H.  BURDEN  &  SONS,  Proprietors. 

TROY,   NEW  YORK. 

We  are  now  manufacturing  (upon  Mr.  H.  BUKDEN'S  improved  and  newly 
patented  machinery,)  and  keep  constantly  on  hand  a  full  assortment  of  these 
Shoes,  of  the  most  approved  form,  and  suited  for  heavy  or  light  shoeing. 

ECONOMY  OF  THE  SHOES. 

The  saving  by  the  use  of  these  Shoes  is  not  less  than  50  per  cent.  The 
rapidity  with  which  they  are  made,  the  small  cost  for  attending  the  machine, 
its  enormous  capacity  —  one  of  them  making  thousands  of  tons  a  year  —  enable 
us  to  give  an  excellent  article  at  a  price  but  little  above  the  cost  of  Horse  Shoe 
Iron. 

QUALITY  OF  THE  IRON. 

None  but  the  best  American  Refined  Iron  is  put  into  these  Shoes,  any  of 
which  will  be  found  to  bend  double,  cold,  without  breaking. 

DURABILITY  OF  THE  SHOE. 

This  is  easily  tested.  Let  any  one  shoe  a  horse  on  one  side  with  "Burden's 
Shoes,"  and  on  the  other  with  the  best  hand-made,  of  the  same  wearing  surface 
a"nd  thickness,  and  he  can  judge  for  himself  which  he  would  prefer. 

The  thousands  of  horses  used  by  the  cavalry  and  artillery  of  the  U.  S.  Army, 
and  the  still  greater  number  of  mules  in  the  army  transportation  trains,  are  all 
shod  with  these  shoes, 

They  can  be  purchased  from  the  principal  Iron  and  Hardware  Stores  through- 
out the  United  States,  and  from  the  subscribers. 

They  have  been  in  use  for  a  year  past  on  many  of  the  City  Railway  Lines  in 
New  York  and  Boston,  and  give  entire  satisfaction  ;  among  them  are,  and  to 
whom  we  refer: 

Sixth  Avenue  Railroad  Co.,  New  York,  —  WM.  EBBITT,  ESQ.,  Sup't. 


Second  Avenue  Kailroad  Co.,     »  *  Sup't. 

Middlesex  Horse  Railroad  Co.,  Boston,—  W.  BONNEY,  ESQ.,  Sup't. 
We  have  all  our  different  patterns  lithographed,  full  size,  with  the  weights 
marked  on  each,  which  we  will  forward  by  mail  on  application  for  same. 
Address, 

H.  BURDEN  &  SONS, 

TROY,  NEW  YORK. 


144  ADVERTISEMENTS. 

x    POWELL  &  BROTHER,  | 

ARCHITECTS,  C8V81 

AND   SUPERINTENDENTS, 

OFFICE,  No.  69  Second  Street,  near  Post  Office, 

And  opposite  the  Town  Clock, 
W.   ANGELO   POWELL. 


We  furnish  Designs  for  every  description  of  Buildings,  in  all  the  styles  of 
Architecture,  and  make  out  accurate  Estimates,  Bills  of  Materials  and  quanti- 
ties, Specifications,  Contracts,  Bonds,  Detail  Drawings  and  working  full  size 
details.  Comprising  complete  Drawings,  Plans,  Elevations,  Sections,  Perspec- 
tive Views,  &c. 

All  Designs  prepared  with  due  regard  to  convenience,  durability  and  economy 
in  construction,  and  a  guarantee  not  to  exceed  any  specified  estimate.  All 
designs  sent  from  this  office,  are  accompanied  with  full  and  complete  explana- 
ations  in  every  particular  belonging  thereto  :  such  as 

Public  and  Private  Buildings  of  every  kind,  City  and  Country 

Churches,  Ecclesiastical  Structures,  Chapels,  Colleges, 

Infirmaries,  Asylums,  School  Houses,  Banks, 

HOTELS,  RAILROAD  STATIONS, 

Stores  of  Stone,  Iron,  &c.,  Halls  of  all  kinds,  Court  Houses,  &c. 

Also,  Insurance  Offices,  IRON  WORK,  Patents,  &c.,  Altars, 

Pulpits,  Cemetery  Entrances,  &c.,  Cemeteries,  Parks,  Private 

Grounds,  Fancy  Walks  surveyed,  planned  and  laid  out 

in  the  best  manner  ;  also,  Towns  surveyed  and  plot- 

ted, Maps  &  Surveys  generally,  Railways,  &c. 

Designs  and  Plans  for  Model  Cottages,  Suburban  Residences,  Villas,  Farm 
Houses,  Gate  Lodges,  Summer  Houses,  Fountains,  Aviaries,  and  Arbors,  Con- 
servatories, &c. 

Designs  for  Barns  and  Framing,  Frame  Work,  Carriage  Houses,  Dwellings, 
Warehouses,  Factories,  WOOD  AND  IRON  BRIDGES. 

Also,  every  variety  of  designs  for  Monuments,  Tomb  Stones,  Cenotaphs, 
Tablets,  Sarcophagii,  Vaults,  Railings,  &c. 

We  also  attend  to  the  furnishing  of  Iron  Bridges  complete,  —  ready  for  trans- 
portation, Castings,  Girders,  Railings,  Verandas,  Balconies,  Lumber,  &c.,  upon 
the  best  terms  and  principles. 

In  conclusion,  we  respectfully  solicit  a  share  of  patronage,  and  promise  to 
give  satisfaction  in  all  the  branches.  We  have  an  experience  of  fifteen  years  in 
the  business,  and  practical  knowledge  thereof,  and  have  been  engaged  upon 
Government  Works,  Buildings,  Bridges,  and  various  important  Edifices,  as 
Architects,  Civil  Engineers  and  Superintendents.  Prompt  and  personal  atten- 
tion will  be  given  to  all  orders  intrusted  to  us.  Designs  for  Bridges,  Stations, 
&c.,  will  be  sent  to  any  part  of  the  country  with  complete  explanations. 


ADVERTISEMENTS. 


145 


BA.ILY, 


Corner  Broad  &  Spring  Garden  Sts., 
MANUFACTURER  OF  EVERY  KIND  OF  IRON  CASTINGS 

Used  in  the  construction  of  Street  Railways ; 

HOUSE  FRONTS,  COLUMNS,  &c. 

Engineers  from  any  part  of  the  country  may  be  supplied  with  Cast- 
ings for  Curves,  Frogs  and  Switches,  for  any  radius  required. 

THE  SUBSCRIBER  HAS  ON  HAND  ALL  THE  PATTERNS  NOW  IN  USE. 


JOHNSTOWN, 

•   6AMBRIA  COUNTY,  PENN'A, 

MANUFACTURERS  OF  RAILROAD  IRON 


CHARLES  E.  SMITH   &   CO., 


Thirtieth  Street,  above  Coates,  Schuylkill, 

(Address  "BOX,"  Philadelphia  P.O.)  PHILADELPHIA,     PA., 

Manufacturers  of  all  sizes  of  Rails;  old  Rails  Re-rolled  j  Street  Rails; 

small  Railroad  Iron,  suitable  for  turnouts,  Warehouses,  Coal  Yards, 

&c.     Also,  Band  Iron,  Gas  Tubing;   T  and  |_  Iron;  Marble  and 

Stone  Maws;  Railroad  Chair  Iron,  and  Bands,  and  Bars, 

\  of  extra  width,  length,  or  gauge  ;  Punched  Wash- 

ers, of  all  regular  sizes,  kept  constantly  on 

hand*    Any  others  made  to  order. 

Chas.  E.  Smith.    Stephen  Morris.    Chas.  Wheeler,  Jr.   Stephen  P.  M.  Tasker.   Thos.  T.  Tasker,Jr. 


146  ADVERTISEMENTS. 

TIMOTHY  FIELD, 


TRENTON,  NEW  JERSEY, 

MANUFACTURER  OF  EVERT  DESCRIPTION  OF  CASTING 

USED  IN  THE  CONSTRUCTION  OF  STREET  RAILWAYS, 
COMPRISING  EVERY  VARIETY  OF 

Spikes,  Cast  Iron  Knees  or  Angle  Chairs,  Bolts,  ffc. 

PATTERN  AND  PRICE  LIST  FORWARDED  ON  APPLICATION. 

A..  WHITNEY  & 


CALIOWHILL  &  SIXTEENTH  STEEETS, 

PHILADELPHIA,  PENN'A, 

Furnish  Chilled  Railroad  Wheels  and  Tires  ;  Rolled  and  Hammered 

Axles;  Wheels  and  Axles  fitted  complete;  Light  Wheels 

for  City  Railways,  with  or  without  Axles. 

UNION  WORKS,  B  AJLTIMORE. 

FOOLE&HTTNT, 

IRON  FOUNDERS  AND  GENERAL  MACHINISTS, 

Are  prepared  to  fill  at  short  notice,  and  of  best  materials  and  workmanship,  orders  for  STEAM 

ENGINES  of  any  size.   Plate  Car  Wheels  and  Chilled  Tires,  equal  to  any  produced  in  the 

country  ;  Wheels  and  Axles  fitted  for  use  ;  Hydraulic  Presses  for  expressing  Oils  and  for 

other  purposes;  Machinery  of  the  most  approved  construction  for  Flooring  and  Saw 

Mills  ;  Gasholders  of  any  size,  and  Machinery  and  Castings  of  all  kinds  for  Gas 

Works  ;  Steam  Boilers  and  Water  Tanks,  of  any  size  or  description. 


AND 

LUMBER  OF  EVERY  DESCRIPTION, 
FOR  CITY  RAILWAYS  AND    LOCOMOTIVE  ROADS. 

Having  extensive  Lumber  Lands  and  Saw  Mills,  is  prepared  to  furnish  Lumber 
and  Cross-ties  with  extraordinary  facilities. 


ADVERTISEMENTS.  147 

DANIEL  SMITH.  JACOB  N.  LEONARD. 


RAILWAY  CONTRACTORS, 

I¥o.  82%  Thompson  Street, 

PHILADELPHIA. 


The  above  firm  is  prepared  to  enter  into  contracts  for  furnishing  material,  and 
doing  all  the  work  required  in  the  construction  of  Street  Railways ;  testimonials 
can  be  furnished  from  officers  of  the  many  roads  which  they  have  constructed. 


KIMBALL  &  GORTON'S 


CORNER  TWENTY-FIRST  &  HAMILTON  STS, 
PHILADELPHIA. 


The  undersigned  having  been,  for  upwards  of  Twenty  years,  actively  engaged  in  the  manufacture 
of  Cars  of  all  descriptions,  and  being  in  possesion  of  very  extensive  shops  and  machinery, — solicit 
orders  for  Passenger  or  Freight  Cars,  which  will  be  built  of  the  best  materials  and  workmanship, 
at  the  shortest  notice,  and  on  the  most  reasonable  terms. 

KIMBALL  &  GORTON. 

Particular  attention  paid  to  the  construction  of  Passengers  Cars  for  City  Railroads.  References 
can  be  made  to  the  numerous  companies  of  this  city. 


STEAM   SMITHERY 


ALL    DESCRIPTIONS   OF 


AND 


WILLOW  STREET,  or  PENNSYLVANIA  AV. 

ABOVE  BROAD  ST., 


148  ADVERTISEMENTS. 


WILLIAM    BOELL, 

LITHOGRAPHER 


R, 

No,   407    WALNUT   STREET, 


IS  PREPARED  TO  EXECUTE  THE 


0f  Stock  (faffiate, 


SS,    O  H  IE  O  K  S  , 

TICKETS,  CARDS,  SHOW  BILLS, 

PERSPECTIVE   VIEWS   OF   MACHINERY, 
AND  EVERY  KIND  OF  LITHOGRAPHIC  WORK, 

WITH   ACCURACY  AND   DESPATCH. 

Post  Office  Address,  Box  159. 


ADVERTISEMENTS. 


149 


LARGEST  A»  IXTIISIVS 

HARNESS  AND  TRUNK  FACTORY 


OKI 


At  No.  720  Market  St.,  (below  Eighth.) 


CONTAIN 
VERY  LAEGE  ASSORTMENTS  OF 

Iron   Frame,   Steel   Spring, 
Sole  Leather 


AND  TRAVELING  BAGS, 

Riding  Saddles,  Whips,  &e. 
E.  P.  MOYEE  &  BROTHERS. 


PASSENGER  RAILROAD  HARNESS 

On  hand  and  made  to  order  at  shortest  notice,  and  WARRANTED  good 
Leather  and  workmanship, 

AT  LOWEST  CASH   PRICES. 


IRON 


No.  532  ARCH  STREET, 

PHILADELPHIA, 

Manufacturer  of  the  Patent  Frog  for  Street  Railways. 


STATE  RIGHTS  FOR  SALE. 


University  of  California  Library 

or  to  the 

NORTHERN  REGIONAL  LIBRARY  FACILITY 
Bldg.  400,  Richmond  Field  Station 
University  of  California 
Richmond,  CA  94804-4698 

ALL  BOOKS  MAY  BE  RECALLED  AFTER  7  DAYS 

•  2-month  loans  may  be  renewed  by  calling 
(510)642-6753 

•  1-year  loans  may  be  recharged  by  bringing 
books  to  NRLF 

•  Renewals  and  recharges  may  be  made  4 
days  prior  to  due  date. 

DUE  AS  STAMPED  BELOW 


QCT141996 


12,000(11/95) 
urn 


uenerai  Liorary 

University  of  California 

Berkeley 


UNIVERSITY  OF  CALIFORNIA  LIBRARY 


